San Luis Obispo City Council
February 21, 2023

San Luis Obispo Access and Parking Management Plan 33
• 4.1 Design downtown streets for pedestrians first, followed by cyclists; encourage walking and bicycling by making the downtown safe and welcoming.
• 4.3 Provide ample wayfinding to direct drivers to parking structures so they do not need to drive through the downtown core to access them.
• 4.4 Provide safe bicycle infrastructure that connects to neighborhoods to encourage people to ride bicycles to and from downtown rather than drive.
• 5.2 Provide ample pedestrian wayfinding throughout the downtown.

Implementation Actions
• 34. Continue the installation of pedestrian-level wayfinding signage to direct pedestrians and cyclists to the best routes and key locations downtown. • 37. Work with interested partners on the feasibility of a bike share program. • 47. Continue the installation of wayfinding signage to direct motorists to public parking and keep vehicles away from the downtown core.
• 48. Design parking structures with secure bike parking, transit and trolley stops, pedestrian wayfinding signage, electric vehicle charging stations, and pedestrian crossings where feasible. • 52. Investigate implementing variable parking pricing during peak hours. • 53. Develop of expand in-lieu fee parking fee districts to accommodate future development patterns as illustrated in the Downtown Concept Plan.
• 58. Develop a program for designing and installing parklets downtown. • The intention is to direct drivers to parking structures first, so they will not need to drive through the downtown core.
• Street Types Diagram shows street type recommendations downtown based on modal priority. (following page)
ACTIVE TRANSPORTATION PLAN (2021) (referred to as ATP)
Priority Actions
• 1.3 Leverage Opportunities to Construct Infrastructure • 1.3a - Coordinate the implementation and maintenance of active transportation facilities in conjunction with larger capital improvement projects to deliver bicycling and pedestrian enhancements in a cost-effective manner while maintaining pavement and sidewalk systems in a good state of repair

34 San Luis Obispo Access and Parking Management Plan
San Luis Obispo Downtown Concept Plan Supplement | 4.2
Figure 4.1 Street Types Diagram
Figure 13: Downtown Concept Plan street classification concept illustration (from the Concept Plan Supplement page 4.2)

San Luis Obispo Access and Parking Management Plan 35
• 1.3b – Continue to evaluate all streets during pavement resurfacing projects to determine if pedestrian or bicycle facilities can be provided and/or improved. While continuing to maintain sufficient pavement condition, look for opportunities to prioritize routes with Tier 1 and Tier 2 bicycle and pedestrian improvement projects when scheduling pavement management projects.
• 1.6 Decrease Reliance on Single-Occupant Autos. With input from the City Council and community, prioritize mobility, connectivity, and comfort for active transportation users and transit services over motor vehicle throughput and street parking when considering tradeoffs of transportation improvement projects, particularly on high speed/volume arterial streets. • 2.4 Look for Opportunities to Reduce Traffic Speeds. 2.4a - Support design strategies that encourage traffic speeds of 20 mph on residential and local streets and 15-20 mph along neighborhood greenways and within school zones.
• 3.1 Bicycle Parking. Provide secure bicycle parking at neighborhood destinations like schools, medical centers, grocery stores, and government offices through a combination of city-funded installations in public spaces, and privately- funded installations as a requirement of new development and redevelopment of existing properties.
• 3.2 Improve Connections to Transit. 3.2a - Design bikeways and pedestrian facilities that safely and efficiently facilitate first and last mile connections to transit as well as amenities at transit locations such as bike parking and bus kiosks. Explore opportunities to provide secure longterm bicycle parking at transit stops including cargo and electric bike charging to allow for more convenient multi-modal connections to transit.
• 3.3 Make the Pedestrian Experience Enjoyable and Interesting. 3.3a - Work with local businesses to provide additional opportunities for sidewalk dining, parklets and other forms outdoor seating to encourage a vibrant, human-scale pedestrian environment. • 3.4 Open Streets. Support open streets and active transportation projects, such as creation of temporary pedestrianized, car-free streets to expand public space for community members. • 3.6 Wayfinding. Explore ways to partner with third-party apps or web-based maps to promote the use of the bicycle and pedestrian network and distribute them as part of a wayfinding strategy. • 3.7 Bike share and Micromobility. Implement a bike share program in partnership with Cal Poly to maximize convenient access to bicycling as a form of transportation. If supported by the City Council, explore additional micromobility transportation options to increase sustainable transportation choices in San Luis Obispo. Explore allowing expanded use for personally owned skateboards, scooters, and other personal mobility devices in the Municipal Code as well as increase education on what devices are permitted and where they are allowed to be used.

Cover of the Active Transportation Plan

36 San Luis Obispo Access and Parking Management Plan
• 3.6 Wayfinding. Develop tools such as a web-based map or app to promote the use of the bicycle and pedestrian network and distribute them as part of a wayfinding strategy. • 4.8 Support Promotional Programs and Events. Support programs and events that promote a bicycle- and pedestrian friendly San Luis Obispo, such as Bike to Work Day, Open Streets events, and the Bike Rodeo for school-age children.
• 6.2 Continue to sponsor and provide funding for active transportation promotion and education as well as safe behaviors for all modes that make bicycling and walking challenging. • 6.4 Work with partners on programs that reduce transportation costs and provide active transportation education and opportunities to underserved populations. • 6.6 Enforce traffic laws regarding active transportation rights and responsibilities while also emphasizing that facility design efforts may be more effective in making bicycling and walking more safe and attractive.
• 6.7 The City should continue providing incentives for employees to commute to work by walking and bicycling and encourage local businesses to do the same. *Action lead by the City of San Luis Obispo Transportation department, especially short-term actions, will be considered for incusion in future financial work plans as they were not vetter through the Active Transportation Plan
CLIMATE ACTION PLAN FOR COMMUNITY RECOVERY (2022) (referred to as CAP) Foundational Actions
• Connected 2.1.A Continue to implement the Active Transportation Plan. • Connected 2.2.A Reassess the viability of launching a Micro Mobility Program and launch if feasible.
• Connected 3.1.B Pursue parking programs, rules, and regulation that can reduce vehicle miles traveled and support alternatives to vehicle ownership. • Pillar 4: Connected Community includes an objective to have 40 percent of automotive vehicle miles traveled (VMT) to occur with electric vehicles.
• The plan’s objective of carbon neutrality by 2035 includes the goal of achieving the Circulation Element’s mode split objectives by 2030, which accounts for 16 percent of proposed GHG emissions reductions.

Cover of the Climate Action Plan Volume 3:
2023-2027 Work Program

San Luis Obispo Access and Parking Management Plan 37
Rationale Action Detail Timing City Policies the
Action Supports
Responsible
Party Implementation / Monitoring Plan

1.A.1 Expand downtown parking permit options to include daily parking bundles When parking is offered monthly, quarterly
or annually, people may be encouraged
to drive downtown because they have
already paid for parking. When parking is
charged by the day, people may consider
whether to drive and park each day or use
a different mode of travel to downtown.
•Offer a reduced rate
bundle of daily parking
passes
•Offer a further reduced
rate for low-income
employee
•••
Short-term
• Circulation
Element
transportation
mode shift goal,
Policy 2.1.1 and

2.1.4 • CAP Action 3.1.B
Parking
Services

1. Offer daily parking bundles.

2. Track sales and usage of daily permits
versus monthly/quarterly permits to
determine: If daily permits increase; If
parking use is lower for daily parking
permit holders versus monthly/quarterly
permit holders

3.Action is successful when current
monthly/quarterly permit holders
choose daily parking permits and
decrease auto trips

1.A.2 Switch downtown parking permits to daily parking permits When parking is offered monthly, quarterly
or annually, people may be encouraged
to drive downtown because they have
already paid for parking. When parking is
charged by the day, people may consider
whether to drive and park each day.
• Charge for parking by the
day, only
•Offer a reduced rate
bundle of daily parking
passes for employees
•Offer a further reduced
rate for low-income
employee
•••
Long-term
• Circulation
Element
transportation
mode shift goal,
Policy 2.1.1 and

2.1.4 • CAP Action 3.1.B
Parking
Services

1. Only offer daily parking permits

2. Track parking permit sales and usage
before and after implementation

3.Action is successful when people
decrease auto trips and need to park

1.A.3 Continue to reduce subsidized parking for City of SLO employees When parking is subsidized, employees
are encouraged to drive to work. This
action helps encourage non-drive travel
choices.
• Reduce the subsidized
parking option for City of
SLO employees
•Instead offer parking cashout or a transportation
wallet described further in
Action 1.A.5 and 1.B.1.
•••
Short-term
• Circulation
Element
transportation
mode shift goal,
and Policy 2.1.1,

2.1.4, and 2.2.2
• CAP Action 3.1.B
City-wide

4. Continue to reduce subsidized parking
for City of SLO employees

5. Track downtown parking usage by City
employees to determine if employee
parking demand decreases

6.Action is successful when fewer City
employees drive and park downtown
daily
STRATEGY 1.A. Reduce subsidies for parking
Goal 1: Promote mode shift by making other modes
of travel more attractive than driving alone

38 San Luis Obispo Access and Parking Management Plan
Rationale Action Detail Timing City Policies the
Action Supports
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Party Implementation / Monitoring Plan

1.A.4 Adopt a local parking cash-out ordinance
Parking cash-out programs incentivize
downtown employees to choose a travel
option other than driving and parking. The
State already requires parking cash-out.
•Adopt an ordinance that
requires employers with
50+ employees that offer
free employee parking in
owned or leased spaces to
offer the equivalent value
as cash-out
•••
Medium-term
• Circulation
Element
transportation
mode shift goal,
Policy 2.1.1 and

2.1.4 • CAP Action 3.1.B
Planning &
Zoning

1. Draft and adopt a local parking cashout ordinance

2. Monitor the uptake of parking cash-out
among downtown employees

3.Action is successful when employees
choose not to drive and park daily.

San Luis Obispo Access and Parking Management Plan 39
Rationale Action Detail Timing City Policies the
Action Supports
Responsible
Party Implementation / Monitoring Plan

1.B.1 Offer a “transportation wallet” benefit to downtown employees Contributing financial resources toward
sustainable travel will provide equal
incentives for employees who ride transit
or bike to work.
•Provide a choice between:
•Transit (SLO Transit
or RTA) or bike share
passes
•Gift card to a local bike
shop (to subsidize bike
or e-bike purchase/
maintenance)
• Discounted bundle of
daily parking passes
•Increase the size of the
benefit for low-income
employees
•••
Short-term
• Circulation
Element
transportation
mode shift goal,
Policy 2.1.1 and

2.1.4 • CAP Action 3.1.B
•ATP Policy 6.7
Transportation
Planning &
Engineering,
Transit, and
Parking
Services

1. Offer a transportation wallet

2. Monitor the number of wallet sales,
number of parking permit sales, and
travel mode by wallet holders

3.Action is successful when wallet sales
increase and parking permit sales
decrease, reducing driving and parking
downtown

1.B.2 Implement a bike share program
A bike share program provides access to
a bicycle for residents, employees, and
visitors to travel around downtown and to
Cal Poly and Cuesta College
•Partner with a third-party
to operate a bike share
program
•••
Medium-term
• Circulation
Element
transportation
mode shift goal
• CAP 2.2.A
•ATP Policy 3.7
• DCP Action 37
Transportation
Planning &
Engineering,
Transit,
and City
Administration

1. Implement bike share program

2. Track the number of people using bike
share and number of bikes parked
outside of docked station areas

3.Action is successful when bike share
usage increases annually and reduces
driving trips, and mis-parked bikes do
not pose a safety issue

1.B.3 Evaluate the current parking in lieu fee program
It is important to regularly evaluate the in
lieu fee program to ensure it is effective
and can fund both parking and active
transportation programs.
• Conduct an evaluation of
the current parking in lieu
fee program, including
usage, rates and overall
success
• Consider allowing the
parking in lieu fee to be
used to promote active
transportation programs
•••
Short-term
• Circulation
Element
transportation
mode shift goal
• DCP Goal 3.6,
Implementation
Action 53
•ATP Policy 1.6
Planning
& Zoning
and Parking
Services

1. Conduct a study to evaluate the current
parking in lieu fee program

2. Track the number of in lieu fee dollars
collected annually (to in relation to new
development) and number of in lieu fee
dollars used for active transportation
programs

3.Action is successful when the in lieu
fee program is regularly utilized by new
development projects and provides
a steady revenue stream for the
sustainability of the Parking Fund and
for active transportation improvements
STRATEGY 1.B. Create incentives and programs for active transportation and transit

40 San Luis Obispo Access and Parking Management Plan
Rationale Action Detail Timing City Policies the
Action Supports
Responsible
Party Implementation / Monitoring Plan

1.C.1 Continue to develop a strategy to install new bike parking A strategy for both the location of bike
parking and facility type (e.g. bike rack,
mobility hub) is important to ensure
the type of bike parking is provided in
locations where cyclists need it.
• Conduct a study to
evaluate the types of bike
parking that should be
installed and location for
bike parking. Refer to ATP
Design Guidelines 7.14-

7.34. •The study should consider
short-term and long-term
bike parking facilities
•The study should evaluate
bike parking in parking
structures
•The study should evaluate
e-bike parking/charging
options
•••
Short-term
• Circulation
Element
transportation
mode shift goal,
Policy 4.1.1 and

4.1.12 •ATP Policy 3.1
• DCP
Implementation
Action 48
Transportation
Planning &
Engineering,
Services,
Engineering &
Construction
Management,
and Parking
Services

1. Continue to develop a strategy to install
new bike parking

2. Track the number and type of bike
parking facilities installed and utilization
of those facilities

3.Action is successful when new bike
parking is added and reduces barriers
to biking downtown

1.C.2 Continue to promote bicycle valet parking
A bike valet is provided at the Farmer’s
Market by Bike SLO County, but
stakeholders including Cal Poly students
indicated they are not aware of the
program or are unclear how to use it.
•Promote bike valet and
provide trainings
•••
Short-term
• Circulation
Element
transportation
mode shift goal,
Policy 4.1.1
Transportation
Planning &
Engineering

1. Continue to promote bike valet

2. Track the number of bike valet trainings
per year

3.Action is successful when utilization of
bike valet increases, reducing barriers
to biking downtown, especially for
events

1.C.3 Evaluate current bicycle parking requirements
Bicycle parking requirements ensure
that the demand for bicycle parking is
met. Bike parking requirements should
account for e-bike demand, as e-bikes
are larger, heavier, and more expensive
than traditional bikes, requiring different
storage options.
•Evaluate the current
bicycle parking
requirements, quantifying
actual bike parking usage
at different land uses
downtown
•Evaluate long-term versus
short-term bike parking
requirements in the context
of the increase an e-bike
usage.
•••
Short-term
• Circulation
Element
transportation
mode shift goal
•ATP Policy 3.1
Planning &
Zoning and
Transportation
Planning &
Engineering

1. Conduct a study to evaluate bike
parking requirements

2. Quantify bike parking supply and
demand in select private developments
downtown

3.Action is successful when adequate
bike parking is provided at new
development projects for both
traditional bikes and e-bikes
STRATEGY 1.C. Reduce barriers to active transportation

San Luis Obispo Access and Parking Management Plan 41
Rationale Action Detail Timing City Policies the
Action Supports
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1.C.4 Continue to coordinate implementation of ATP projects in relationship to Parking and Public Works projects It is important that ATP projects impacting
the public right-of-way are closely
coordinated with any changes to on-street
parking.
• Coordinate implementation
of ATP projects in relation
to Parking and other Public
Works-led projects
→
Ongoing
•ATP Policies 1.3
and 1.6
• DCP Goal 4.4
Public Works
lead by
Transportation
Planning &
Engineering,
Engineering &
Construction
Management,
and Parking
Services

1. Continue to coordinate ATP projects and
Public Works projects

2.Action is successful when ATP and
Public Works projects are successfully
coordinated to ensure projects facilitate
active transportation

1.C.5 Continue to monitor and enforce of new active transportation facilities Promotes safety for bicyclists and
pedestrians
•Form interdepartmental
partnerships to monitor
usage of new active
transportation facilities
•Focus law enforcement on
new active transportation
facilities to ensure all users
are complying with posted
regulations
→
Ongoing
• Circulation
Element
transportation
mode shift goal
• DCP Policy 4.1
•Page 149 of the
ATP discusses
Monitoring and
Evaluation
•ATP Policy 6.6
Transportation
Planning &
Engineering
and Police
Department

1. Continue to focus monitoring/
enforcement of new active transportation
facilities

2. Track number of hours spent
monitoring new active transportation
facilities for compliance and monitor
active transportation usage (per ATP
guidelines)

3.Action is successful when pedestrians,
bicyclists, and vehicles understand
the new regulations and active
transportation users feel comfortable
using the facilities

1.C.6 Continue to coordinate with SLOCOG on their transportation programs Coordinating with regional transportation
programs such as SLO Regional
Rideshare and park and ride lots
leverages existing programs to help the
City of SLO reach its travel mode share
goals
• Coordinate with SLO
Regional Rideshare and
park and ride programs
that promote active
transportation, including
bicycle, carpool, vanpool,
and transit
•Promote these programs
to City residents, visitors,
and employees
→
Ongoing
• Circulation
Element
transportation
mode shift goal,
Policy 2.1.1,

13.2.3 •ATP Policy 4.8
and 6.2
Transportation
Planning &
Engineering,
Transit, Parking
Services, and
SLOCOG

1. Continue to coordinate with SLOCOG
on their transportation programs

2. Track the number of coordination efforts
per year

3.Action is successful when programs
are coordinated to ensure maximum
effectiveness and usage

42 San Luis Obispo Access and Parking Management Plan
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Action Supports
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Party Implementation / Monitoring Plan

1.C.7 Continue to modify downtowns streets consistent with the Downtown Concept Plan To support the City’s Circulation Element
goals to provide a safe and accessible
transportation system while reducing
dependence on vehicle travel, the
Downtown Concept Plan includes a vision
for the future downtown streetscape
•Implement the Downtown
Concept Plan (DCP)
Types and Modal Priorities
displayed in Figure 4.1 of
the DCP.
• Mode ranking for the
downtown area is:

1. Pedestrians

2. Bicycles

3. Transit

4. Vehicles
→
Ongoing
• Downtown
Concept Plan
Mobility and
Streetscape
Strategy
Transportation
Planning &
Engineering,
Engineering &
Construction
Management,
Transit, and
Parking
Services

1. Continue to implement the mobility
vision specified in the DCP

2. Monitor the improvements made to
achieve the modal priority objectives
listed in Action Detail column

1.C.8 Continue to monitor the parklet program
The City recently went through a robust
process to establish a parklet permit
program with the following goals:
-support local business
-promote vibrant and welcoming places
-encourage active transportation
-showcase the creativity of SLO
-support infrastructure improvements
• Collect feedback from
downtown businesses
regarding the parklet
program
• Monitor parklet benefits
compared to parking needs
→
Ongoing
•ATP Policy 3.3
• DCP Goal 2.3,
Implementation
Action 58
Transportation
Planning &
Engineering
and Parking
Services

1. Collect feedback from downtown
businesses on an annual basis
regarding the parklet program

2.Action is successful when the parklet
program meets its goals listed in the
Rationale column

San Luis Obispo Access and Parking Management Plan 43
Rationale Action Detail Timing City Policies the
Action Supports
Responsible
Party Implementation / Monitoring Plan

1.D.1 Implement a sustainable transportation campaign
Promoting walking, biking, and transit
helps increase awareness of these
options
•Implement a campaign
with posters, brochures,
and other messaging
•••
Short-term
• Circulation
Element
transportation
mode shift goal
•ATP Policy 4.8
and 6.2
Transportation
Planning &
Engineering,
Transit, Parking
Services,
and Office of
Sustainabilty
and Natural
Resources

1. Implement a sustainable transportation
campaign

2. Track community awareness of the
campaign (e.g. number of people
reached)

3.Action is successful when a significant
portion of the SLO resident and
employee population is reached

1.D.2 Continue to provide regular transportation information to residents and businesses It is important to increase the awareness
about travel options
•Provide transportation
information annually
to SLO residents and
businesses. Examples of
information that can be
included are:
•Walking maps
•Bicycle routes
• Carpooling information
•Transit schedules
•Employee parking
permits, transportation
wallet benefits, and
validation programs for
businesses*
→
Ongoing • Circulation
Element
transportation
mode shift goal
•ATP Policy 6.2
Transportation
Planning &
Engineering,
Transit, and
Parking
Services

1. Continue to provide regular
transportation information directly to
residents on an annual basis

2. Tack the number of residents reached
with information.

3. Launch or refresh a downtown
employee pass and customer validation
parking options and travel options
education campaign.

4.Action is successful when SLO
residents consider a travel option other
than driving due to the transportation
information

1.D.3 Continue to promote bicycle education
Education on bicycling, including safety
helps encourage people to try bicycling
•Promote bike education
including bike workshops →
Ongoing
• Circulation
Element
transportation
mode shift goal
•ATP Policy 6.2
Transportation
Planning &
Engineering

1. Continue to promote bicycle education.

2. Track the number of people
reached regarding bicycle education
opportunities, such as bike workshops

3.Action is successful when participation
in bicycle education events increases
and residents/employee choose to try
bicycling downtown
STRATEGY 1.D. Increase awareness of travel options
*The City and Downtown SLO will partner to disseminate information about parking programs and transportation options as they are implemented.

44 San Luis Obispo Access and Parking Management Plan
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2.A.1 Continue to monitor the effectiveness of new parking prices The City is increasing daily parking prices
in downtown SLO. It is important to
assess the impacts of new parking rate
increase on parking usage. (Long-term
passes and permits are not slated for a
price increase in 2023 and 2025)
• Monitor the effectiveness
of the new rates, including
their impacts on parking
occupancy and turnover
→
Ongoing
• Circulation
Element Policy

13.2.2 Parking
Services

1. Track parking occupancy at least every
six months with LPR equipment

2.Action is successful when parking
occupancy remains under the 85%
threshold

2.A.2 Increase downtown parking permit prices
Parking users should be responsible
for the costs of providing and managing
parking infrastructure. Daily parking
prices for parking meters and structures
are increasing. The parking permit prices
should correspondingly increase.
•Increase parking prices
for all downtown permits
in coordination with the
increased prices for daily
parking
•Establish a ratio between
parking permit prices and
daily parking prices.
•Offer a reduced price for
low-income individuals
•••
Long-term
• Circulation
Element
transportation
mode shift goal,
Policy 2.1.1 and

2.1.4 • CAP Action 3.1.B
Parking
Services

1. Increase downtown permit prices (note:
downtown passes and permits prices
are not slated to increase in 2023 and
2025; only daily prices are increasing.

City Council would have to take
separate action to increase the price of
passes and permits)

2. Track the number of parking permits
sold per year

3. Outcomes include supporting the
financial health of the Parking Fund
and encouraging people to consider a
travel mode other than driving

2.A.3 Implement tier-based pricing
Promotes increased parking turnover in
downtown on-street parking spaces. The
City has passed an ordinance approving
implementation of tier-based pricing
•If parking occupancy
exceeds certain limits
(such as 85% use),
consider increasing the
parking rate incrementally
based on the length of
time parked (i.e. the
second hour price is more
than the first, and so on)
•••
Long-term
• Circulation
Element
transportation
mode shift goal,
Policies 2.1.1,

2.1.4, and 13.1.1
• CAP Action 3.1.B
Parking
Services

1. If occupancy regularly exceeds 85%,
implement tier-based pricing

2. Track parking occupancy and turnover
at least every six months with LPR
equipment

3.Action is successful when parking
occupancy remains under 85% and the
number of long-term on-street parkers
decreases (upon implementation)
STRATEGY 2.A. Use parking pricing to influence demand and distribution Goal 2: Use parking spaces efficiently, promote fiscal responsibility, ensure availability, and improve the customer experience

San Luis Obispo Access and Parking Management Plan 45
Rationale Action Detail Timing City Policies the
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Responsible
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2.A.4 Implement demand-based pricing
Ensures parking availability and
increased space turnover in highly utilized
downtown parking spaces. Reduces traffic
congestion and GHG emissions resulting
from cruising for parking
•Implement demand based
pricing •••
Long-term
• Circulation
Element Policy

2.1.4 and 13.1.1
• DCP
Implementation
Action 52
Parking
Services

1. If occupancy after tier-based pricing
is implemented still exceeds 85%,
implement demand-based pricing

2. Track parking occupancy at least every
six months with LPR equipment

3.Action is successful if parking
occupancy remains below 85% upon
implementation

2.A.5 Study commercial loading zones
Curb demand is changing, especially due
to increased demands from Ride Apps
and commercial deliveries. It is important
to monitor the curb to ensure it is used
efficiently.
•Study commercial loading
zone activity
• Revise loading zone areas
based on study findings
•Explore the policy and
technology changes
necessary to implement
curb access fees or
permits for all users
(deliveries and Ride Apps)
•••
Short-term
•General Plan
Circulation
Element Policy

13.1.1 Parking
Services

1.Study the commercial loading zones
and loading zone policy

2. Track the number of commercial
loading zones implemented and
utilization of those zones

3.Action is successful when delivery
vehicles and Ride Apps have
convenient access to the curb and
loading activities do not conflict with
private vehicle parking or active
transportation

2.A.6 Implement a paid parking area expansion plan
Setting clear standards for implementing
paid parking makes the future processes
more predictable
• Develop an occupancy
thresholds for the
implementation of future
paid parking areas (e.g.
75%)
•••
Short-term
• Circulation
Element Policy

13.2.2 Parking
Services

1. Implement an occupancy threshold
that must be met prior to establishing
new paid parking areas

2. Track the number of paid parking
zones and geographic coverage, and
monitor those zones

46 San Luis Obispo Access and Parking Management Plan
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2.B.1 Continue to reduce the number of 10-hour parking meter spaces Increases turnover of parking spaces and
usage of the parking garages, consistent
with the goals of the Downtown Concept
Plan
• Convert some of the 467
10-hour spaces to shortterm parking spaces over
several years. Ensure
10-hour spaces are not
eliminated quicker than the
10-hour permits.
•••
Short-term
• Circulation
Element Policy

13.1.1 Parking
Services

1. Continue to reduce the number of 10-
hour parking meter spaces

2. Track the number of 10-hour meter
parking spaces reduced per year

3.Action is successful when on-street
parking downtown is primarily for shortterm parking

2.B.2 Reduce the quantity of Monthly Street Parking (10-hour Meter) Permits Parking permits encourage longer parking
stays. On-street parking spaces should
have higher turnover to serve downtown
businesses. Long-term parkers should
be directed to park in parking structures
(Action 1.A.3 would provide an additional
parking structure permit option).
• Reduce the number of
non-resident 10-hour
on-street parking permits
available
•Phase out on-street
permits incrementally
•••
Medium-term
• Circulation
Element 13.1.1
• DCP-directing
drivers to parking
structures first
• CAP Action 3.1.B
Parking
Services

1. Reduce the number of 10-hour permit
spaces

2. Track the number of annual 10-hour
on-street permits offered

3.Action is successful when more permit
holders park in structures rather
than on-street, reducing “cruising”
for parking and promoting parking
availability

2.B.3 Continue to prioritize curb space based on citywide goals Devoting curb spaces to active
transportation (e.g. bikeways) and peoplecentric uses (e.g. parklets and widened sidewalks) will help the City achieve
its mode share and greenhouse gas
reduction goals
• Continue to monitor curb
space to ensure it is
promoting city-wide goals
related to reduced driving
and emissions.
•Evaluate options to add
more ADA accessible
parking on-street, and to
designate more pickup/
dropoff curb space
•••
Long-term
•ATP Policy 1.6
Parking
Services and
Transportation
Planning &
Engineering

1. Continue to prioritize curb spaces
for active transportation and peoplecentric uses

2. Track number of new active
transportation facilities and parklet
facilities implemented

3. Track the introduction of new ADA
parking and new pickup/dropoff zones
and their utilization rates
STRATEGY 2.B. Regulate the curb to influence demand and distribution

San Luis Obispo Access and Parking Management Plan 47
Rationale Action Detail Timing City Policies the
Action Supports
Responsible
Party Implementation / Monitoring Plan

2.C.1 Amend the City wayfinding and signage plan to include parking Having effective wayfinding and signage
helps direct drivers to available parking to
reduce cruising for parking, reducing GHG
emissions.
•Initiate a parking specific
wayfinding and signage
plan for downtown
including wayfinding to
on-street and off-street
parking facilities
•Include technology such
as space availability
displays at off-street
parking facilities and apps
that displaying on-street
and off-street parking
availability and have the
ability to reserve parking
•••
Short-term
•ATP Policy 3.6
• DCP Goal

4.3 and 5.2,
Implementation
Action 34, 47
Transportation
Planning &
Engineering,
Engineering &
Construction
Management,
Parking
Services, and
Community
Development

1. Initiate a parking wayfinding and
signage plan.

2.Survey the community regarding
signage and technology effectiveness

3.Project is successful when community
members provide positive feedback as
to the ability to find parking and reduce
the need to “cruise for parking”

2.C.2 Update the City website to highlight transportation options This change would highlight overall
transportation choices and methods, with
Driving/Parking as just one option
• Restructure the City
website to highlight the
range of available and
promoted transportation
options
•••
Short-term
• Circulation
Element
transportation
mode shift goal
Transportation
Planning &
Engineering, Parking
Services, and
Transit in partnership with
City Communications

1.Evaluate the City website to determine
how travel options other than parking
can be better highlighted

2. Internally audit website content for
accuracy and completion and survey
community members about the
usefulness of the website.

3.Action is successful when community
members respond that it is easy to
find information about parking and
transportation options

2.C.3 Simplify signage at smart parking meters
Stakeholders and community members
provided feedback that the signage at
smart parking meters can be confusing.
• Reduce the number of
parking apps displayed on
the signage
• Review mobile app usage
data and eliminate the
apps that are rarely used
•••
Short-term
•Stakeholders
and community
members
provided
feedback that the
signage at smart
parking meters
can be confusing.

Parking
Services

1. Review parking mobile app usage and
eliminate apps that have low utilization
and adjust signage accordingly.

2.Survey the community and downtown
businesses on clarity and legibility of
signage

3.Action is successful when community
members provide positive feedback on
signage
STRATEGY 2.C. Use technology and wayfinding to improve the parking experience

48 San Luis Obispo Access and Parking Management Plan
Rationale Action Detail Timing City Policies the
Action Supports
Responsible
Party Implementation / Monitoring Plan

2.C.4 Continue to transition to virtual parking permits Virtual permits decrease the time spend
on enforcement.
•Transition to virtual
permits (license plate is
the permit) for all parking
permits (downtown and
Preferential Parking
Permit Districts), and new
proposed daily parking
permits (Action 1.A.3).
•••
Medium-term
•The City already
has license plate
recognition (LPR)
technology that it
uses to enforce
downtown parking
meters.

Parking
Services

1. Continue to transition to virtual permits

2. Monitor the uptake rate of virtual
permits over time

3.Action is successful when all permits
offered are virtual and when permit
compliance can be monitored using the
City’s license plate recognition (LPR)
equipment.

2.C.5 Continue to expand off-street electric vehicle (EV) charging for vehicles and e-bikes There is a need for EV chargers with
increasing electric vehicle and e-bike use.
•Evaluate opportunities
to expand EV charging
infrastructure in offstreet parking facilities
for e-bikes and electric
vehicles throughout
downtown
•••
Medium-term
•ATP Policy 3.2a
• Climate Action
Plan Pillar 4
• DCP
Implementation
Action 48
Parking
Services

1. Continue to expand EV charging
for vehicles and e-bikes in off-street
parking facilities

2. Track the number of EV charging
stations and e-bike charging stations
installed in downtown parking facilities
and monitor usage

3.Action is successful when the charging
stations are highly utilized, but
vehicles/e-bikes are not circling to find
available charging stations.

2.C.6 Implement an ordinance to promote safe and secure parking facilities Promotes public safety in parking
facilities, Santa Barbara has passed a
similar ordinance.
•Implement an ordinance
that limits access to
parking facilities to only
parking a vehicle
•••
Short-term
• Circulation
Element goal

1.6.1.6 Parking
Services

1. Implement ordinance

2. City should develop infraction
monitoring techniques

3.Project is successful when safety is
improved within the parking facilities

San Luis Obispo Access and Parking Management Plan 49
Rationale Action Detail Timing City Policies the
Action Supports
Responsible
Party Implementation / Monitoring Plan

2.D.1 Evaluate parking occupancy prior to implementing new preferential parking permit districts There can be a perception that
permit district areas have a parking
problem, when in reality the demand is
concentrated on one or two blockfaces.
•Set a minimum occupancy
threshold (e.g. 60%-70%)
in which to establish new
parking permit districts.
•••
Short-term
• Circulation
Element Policy

13.2.2, 14.1.3 and

14.2.1 Parking
Services

1.Set an occupancy threshold that must
be met prior to implementing new
preferential parking permit districts

2. Track the number and cover-ages of
new permits districts and compliance
rates

3.Action is successful when new
districts are used as a tool to manage
parking demand and improve parking
availability for residents

2.D.2 Offer commuter permits based on block-by-block availability To use public space more efficiently
and equitably, considering the needs
of those who want to drive and park,
without investing additional resources
in expanding the existing public parking
supply
•In permit districts with
blocks with low utilization
(e.g. less than 50%) and
excess capacity, offer
commuter permits limited
to a certain block, chosen
by applicants based on
availability.
•••
Long-term
• Circulation
Element Policy

14.1.3 Parking
Services

1. Offer commuter parking permits in
preferential parking permit districts.

2. Track permit sales and compliance
rates, and parking utilization in permit
districts to ensure they remain under
the 85% occupancy threshold

3.Action is successful when employees
who need to drive to work have
another permit option
STRATEGY 2.D. Use parking permit districts to maximize parking capacity

50 San Luis Obispo Access and Parking Management Plan
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San Luis Obispo Access and Parking Management Plan 51
06 Detailed Recommendations
Goal 1: Promote mode shift and emissions reductions by
making biking, walking, and transit more attractive than driving alone, fostering and economically and cultural
vibrant downtown
Goal 2: Support Parking Services success by using parking spaces efficiently, promoting fiscal responsibility, ensuring availability, and improving the customer experience.

1.A.1 Expand downtown parking permit options to include daily parking bundles
p. 52

1.A.2 Switch downtown parking permits to daily parking permits p. 53

1.A.3 Continue to reduce subsidized parking for City of San Luis Obispo employees
p. 54

1.A.4 Adopt a local parking cash-out ordinance p. 55

1.B.1 Offer a “transportation wallet” benefit to downtown employees p. 56

1.B.2 Implement a bike share program p. 57

1.B.3 Evaluate the current parking in lieu fee program p. 58

1.C.1 Continue to develop a strategy to install new bike parking p. 59

1.C.2 Continue to promote bicycle valet parking p. 60

1.C.3 Evaluate current bicycle parking requirements p. 61

1.C.4 Continue to coordinate implementation of ATP projects in relationship to Parking and Public Works projects
p. 62

1.C.5 Continue to monitor and enforce new active transportation facilities
p. 63

1.C.6 Continue to coordinate with SLOCOG on their transportation programs
p. 64

1.C.7 Continue to monitor and enforce new active transportation facilities
p. 65

1.C.8 Continue to monitor the parklet program p. 66

1.D.1 Implement a sustainable transportation campaign p. 67

1.D.2 Continue to provide regular transportation information to residents and businesses
p. 68

1.D.3 Continue to promote bicycle education p. 69

2.A.1 Continue to monitor the effectiveness of new parking rates p. 70

2.A.2 Increase downtown parking permit prices p. 71

2.A.3 Implement tier-based parking pricing p. 72

2.A.4 Increase downtown parking permit prices p. 73

2.A.5 Study commercial loading zones p. 74

2.A.6 Implement a paid parking area expansion plan p. 75

2.B.1 Continue to reduce the number of 10-hour meter spaces p. 76

2.B.2 Reduce the quantity of Monthly Street Parking (10-hour Meter) Permits
p. 77

2.B.3 Continue to prioritize curb space based on city-wide goals p. 78

2.C.1 Amend the City wayfinding and signage plan to include parking p. 79

2.C.2 Update the City website to highlight transportation options p. 80

2.C.3 Simplify signage at smart parking meters p. 81

2.C.4 Continue to transition to virtual parking permits p. 82

2.C.5 Continue to expand off-street electric vehicle (EV) charging for vehicles and e-bikes
p. 83

2.C.6 Implement and ordinance to promote safe and secure public parking facilities
p. 84

2.D.1 Evaluate parking use prior to creating new preferential parking districts
p. 85

2.D.2 Offer commuter permits based on block-by-block availability p. 86

52 San Luis Obispo Access and Parking Management Plan
Goal 1: Promote mode shift and emissions reductions
Strategy 1.A. Reduce subsidies for parking
Current Conditions
Currently, the downtown employee and resident garage permits are sold on a quarterly basis and the downtown employee 10-hour onstreet permit is sold on a monthly or quarterly basis.

Actions
• Offer a reduced rate bundle of daily parking passes.
• Daily parking passes should be less expensive than the daily parking rate, consider using the ratios in the table in recommendation 2.A.1.
• Offer a further reduced parking permit rate for low-income employees.

Rationale
• When parking is offered monthly, quarterly or annually, people may be encouraged to drive downtown because they have
already paid for parking.
• When parking is charged by the day, people may consider whether to drive and park each day or use a different mode of travel downtown.
• Daily parking can be more equitable for part-time employees or employees who do not need to drive and parking every day.

Relevant Community Input and City Policies
• The community has expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share and carbon emissions reductions goals.
• Equity was a major theme in the outreach effort, with support for strategies to charge more for parking for tourists/ nightlife visitors and maintain lower-cost options for Downtown
employees.
• Circulation Element transportation mode shift goal
• Circulation Element Policy 2.1.1 and 2.1.4
• Climate Action Plan 3.1.B.

Case Study Cities that Implemented the Strategy
• Sacramento
Timing / Responsible Party
• Short-term / Parking Services
Implementation / Monitoring Plan

1. Offer daily parking bundles as a permit option.

2. Track sales and usage of daily permits versus monthly/quarterly permits to determine: if daily permit sales increase relative to monthly/quarterly permits and if parking use is lower for daily parking permit holders versus monthly/quarterly permit holders.

3. Action is successful when current monthly/quarterly permit holders choose daily parking permits and as a result, automobile trips decrease.

1.A.1 Expand downtown parking permit options to include daily parking bundles Sacramento employee daily parking pass program (AMCO) information Source: City of Sacramento

San Luis Obispo Access and Parking Management Plan 53
Goal 1: Promote mode shift and emissions reductions
Strategy 1.A. Reduce subsidies for parking
Current Conditions
Currently, the downtown employee (PROX Card) and resident garage permits (DROP PROX Card) are sold on a quarterly basis and the downtown employee Monthly Street Parking Permit (10- hour Meter Permit) is sold on a monthly or quarterly basis.

Actions
• Convert these permits to be sold only as day-permit or bulk daypermits. • Offer a reduce rate bundle of daily parking passes for employees.
• Daily parking passes should be less expensive than daily parking rates, consider using the ratios in Action 2.A.1. • Offer a further reduced parking permit rate for low-income employees.

Rationale
• When parking if offered monthly, quarterly or annually, people may be encouraged to drive downtown because they have
already paid for parking. When parking is charged by the day, people may consider whether to drive and park each day. • Daily parking can be more equitable for part-time employees or employees who do not need to drive and parking everyday.

Relevant Community Input and City Policies
• The community has expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon
emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Circulation Element Policy 2.1.1 and 2.1.4
• Climate Action Plan 3.1.B.

Timing / Responsible Party
• Long-term / Parking Services
Implementation / Monitoring Plan

1. Only offer daily parking permits (not monthly or quarterly permits).

2. Track parking permit sales and usage before and after implementation.

3. Action is successful when people decrease automobile trips and the need to park downtown.

1.A.2 Switch downtown parking permits to daily parking permits FOR EXAMPLE: SINGLE DAY PARKING PERMITS
Sacramento offers discounted twelve-packs of daily parking passes for those who regularly use alternative modes of transportation (light rail, bus, bicycle, etc.), but occasionally drive to work. Offering parking by the day rather than by the month is a best practice for encouraging drivers to use other modes for at least some of their trips

54 San Luis Obispo Access and Parking Management Plan
Goal 1: Promote mode shift and emissions reductions
Strategy 1.A. Reduce subsidies for parking
Current Conditions
City of SLO employees can currently park for free in the 842 Palm Street garage. Parking services employees parking at 871 Marsh Street
Actions
• Continue to reduce the subsidized parking option for City of San Luis Obispo employees.
• Instead of subsidized parking, offer parking cash out (Action

1.A.5) or a transportation wallet (Action 1.B.1).

Rationale
• When parking is subsidized, employees are encouraged to drive to work.
• Offering parking cash out or a transportation wallet, instead, can promote the use of alternative travel modes.

Relevant Community Input and City Policies
• The community has expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon
emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Circulation Element Policy 2.1.1, 2.1.4 and 2.2.2
• Climate Action Plan Action 3.1.B
Timing / Responsible Party
• Short-term / Departments City-wide
Implementation / Monitoring Plan

1. Continue to reduce subsidized parking for City of SLO employees.

2. Track downtown parking usage by City employees to determine if employee parking demand decreases.

3. Action is successful when fewer City employees drive and park downtown.

City offices at 919 Palm Street

1.A.3 Continue to reduce subsidized parking for City of San Luis Obispo employees

San Luis Obispo Access and Parking Management Plan 55
Goal 1: Promote mode shift and emissions reductions
Strategy 1.A. Reduce subsidies for parking
Current Conditions
The City does not currently have a parking cash-out ordinance.

Actions
• Adopt an ordinance that requires employers with 50+ employees that offer parking in owned or leased spaces to offer the equivalent value as cash-out for employees who commute by walking, biking, or transit and therefore do not drive and require a parking space.

Rationale
• Parking cash-out programs incentivize employees to consider a mode of transportation other than driving, as they have a financial incentive not to drive.
• State bill AB2206 requires employers with 50+ employees that offer free employee parking in leased spaces to offer the equivalent value as cash-out.

Relevant Community Input and City Policies
• The community has expressed strong support for the APMP to help achieve the City’s car travel mode share and carbon emissions reductions goals.
• Circulation Element transportation mode shift goal
• Circulation Element Policy 2.1.1 and 2.1.4
• Climate Action Plan 3.1.B.

Case Study Cities that Implemented the Strategy
• Boulder
Timing / Responsible Party
• Medium-term / Planning & Zoning
Implementation / Monitoring Plan

1. Draft and adopt a local parking cash-out ordinance.

2. Monitor the uptake of parking cash-out among downtown employees.

3. Action is successful when employees choose not to drive and park downtown daily.

1.A.4 Adopt a local parking cash-out ordinance
Figure 14 Diagram of employee parking cash
out programs

56 San Luis Obispo Access and Parking Management Plan
Goal 1: Promote mode shift and emissions reductions
Strategy 1.B. Create investment and programs for active transportation and transit Current Conditions
The parking permits currently offered are limited to parking-only in garage or on-street parking spaces and do not promote walking, biking, or transit.

Actions
Offer a flexible “transportation wallet” benefit to all Downtown SLO employees, funded by the Parking Fund, which provides a choice between:
• Transit (SLO Transit or SLO RTA)
• Bike share passes (once bike share is implemented)
• Gift card to a local bike shop (to subsidize bike or e-bike purchase/maintenance)
• Discounted bundle of daily parking passes
Increase the size of the transportation wallet benefit for low-income employees.

Rationale
• Contributing financial resources toward sustainable travel will provide equal incentives for employees who ride transit or bike to work.
• Survey data from the City of Portland shows commuters who use the transportation wallet program drive alone for approximately 25% of their trips, compared with a 57% drivealone rate for commuters without transportation wallets.

Relevant Community Input and City Policies
• The community has expressed strong support for the APMP boosting efforts to achieve the City’s car travel mode share and carbon emissions reductions goals.
• Circulation Element transportation mode shift goal
• Circulation Element Policy 2.1.1 and 2.1.4
• Climate Action Plan 3.1.B
• Active Transportation Plan Policy 6.7
Case Study Cities that Implemented the Strategy
• Boulder and Portland
Timing / Responsible Party
• Short-term / Transportation Planning & Engineering, Transit, and Parking Services
Implementation / Monitoring Plan

1. Offer a transportation wallet benefit to downtown employees.

2. Monitor the number of wallet sales, number of parking permit sales, and travel mode by wallet holders.

3. Action is successful when wallet sales increase and parking permit sales decrease, reducing driving and parking downtown.

Promotional material for Portland’s Transportation Wallet program

1.B.1 Offer a “transportation wallet” benefit to downtown employees Source: City of Portland

San Luis Obispo Access and Parking Management Plan 57
Goal 1: Promote mode shift and emissions reductions
Strategy 1.B. Create investment and programs for active transportation and transit Current Conditions
The City does not currently offer a bike share program.

Actions
• Partner with a third-party organization to operate a bike share program in the City with stations in Downtown SLO.

Rationale
• A bike share program provides access to a bicycle for residents, employees, and visitors to travel around downtown and to Cal Poly San Luis Obispo and Cuesta College.
• The Active Transportation Plan and Climate Action Plan list bike share as a recommended bicycle and pedestrian program.
• The United States has had longstanding successful bike share programs such as Portland’s BIKETOWN and New York City’s Citi Bike.

Case Study Cities that Implemented the Strategy
• Boulder and Portland
Relevant Community Input and City Policies
• The community expressed general support for active
transportation facilities and improvements, especially as many people believe the bike network to be incomplete currently, sidewalks to have gaps, and transit service to be insufficient for many trip types.
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Climate Action Plan Policy 2.2.A
• Active Transportation Plan Policy 3.7
• Downtown Concept Plan Implementation Action 37
Timing / Responsible Party
• Medium-term / Transportation Planning & Engineering, Transit, and City Administration
Implementation / Monitoring Plan

1. Implement a bike share program

2. Track the number of people using bike share and number of bikes parked outside of docked station areas.

3. Action is successful when bike share usage increases annually, reduces driving and parking downtown, and mis-parked bikes do not pose a safety issue to cyclists, pedestrians, and drivers.

IndiGo bike share station in Philadelphia

1.B.2 Implement a bike share program
Source: Wikimedia Commons

58 San Luis Obispo Access and Parking Management Plan
Goal 1: Promote mode shift and emissions reductions
Strategy 1.B. Create investment and programs for active transportation and transit Current Conditions
The City’s current parking in lieu fee program allows developers to pay a fee in lieu of providing the required number of parking spaces on-site. Fees collected pursuant become part of the Parking Fund and must be used solely for the development or maintenance of parking that satisfies the demand requirements of new development projects within the parking in-lieu fee area.

Actions
• Conduct an evaluation of the current parking in lieu fee program, including usage, rates and overall success.
• Consider allowing the parking in lieu fee revenue to be used to promote active transportation programs
• Consider implementing new in lieu fee districts over time, as recommended in the Downtown Concept Plan.

Rationale
• While in lieu fees can be an important funding source for communities to build new parking supply, as we increasingly view the world through a wider mobility lens, in lieu fee revenue should be considered for capital and even operational programs beyond the construction of new parking spaces.
• In recent years, some cities have discovered that revenue from in lieu fees can also be allocated toward infrastructure improvements or operational programs that improve access for drivers, cyclists, transit riders and pedestrians.

Relevant Community Input and City Policies
• The community expressed general support for active
transportation facilities and improvements, especially as many people believe the bike network to be incomplete currently, sidewalks to have gaps, and transit service to be insufficient for many trip types.
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Downtown Concept Plan Goal 3.6
• Downtown Concept Plan Implementation Action 53
• Active Transportation Plan Policy 1.6
Timing / Responsible Party
• Short-term / Planning and Zoning in partnership with Parking Services
Implementation / Monitoring Plan

1. Conduct a study to evaluate the current parking in lieu fee program.

2. Track the number of in lieu fee dollars collected annually (in relation to new development) and the number of in lieu fee dollars used for active transportation programs.

3. Action is successful when the in lieu fee program is regularly utilized by new development projects and provides a steady

1.B.3 Evaluate the current parking in lieu fee program
FOR EXAMPLE: FUNDING TRANSPORTATION OPTIONS
In Portland, Oregon, on top of the base cost of a residential parking permit, includes a $120 surcharge which goes toward transportation demand management initiatives, including the Transportation Wallet program. In consideration of social equity, the surcharge is waived if an applicant makes below 80 percent of the area’s median household income.

San Luis Obispo Access and Parking Management Plan 59
Goal 1: Promote mode shift and emissions reductions
Strategy 1.C. Reduce barriers to active transportation
Current Conditions
Bike parking has been installed throughout Downtown SLO within the public right-of-way with racks installed along sidewalks and within on-street parking lanes, and at private property at entrances to office buildings, retail centers, and multifamily housing developments.

Actions
• Conduct a study to evaluate the types of bike parking that should be installed and location for bike parking. Refer to Active Transportation Plan (ATP) Design Guidelines 7.14-7.43 in ATP Appendix C.
• The study should consider short-term and long-term bike parking facilities.
• The study should consider bike parking design needed to accommodate e-bikes.
• The study should evaluate bike parking in parking structures.

Rationale
• Developing a strategy for both the location and type of bike parking (e.g. bike rack, bike locker, bike corral, bike mobility hub) is important to ensure bike parking is provided in locations where cyclists need it.

Relevant Community Input and City Policies
• Stakeholders expressed concern with the lack of safe and secure bike parking in Downtown SLO.
• The community expressed general support for active
transportation facilities and improvements.
• Circulation Element transportation mode shift goal
• Circulation Element Policy 4.1.1 and 4.1.12
• Active Transportation Plan Policy 3.1
• Downtown Concept Plan Implementation Action 48
Timing / Responsible Party
• Short-term / Transportation Planning & Engineering, Services, Engineering & Construction Management, and Parking Services Implementation / Monitoring Plan

1. Continue to develop a strategy to install new bike parking.

2. Track the number and type of bike parking facilities installed and utilization of those facilities.

3. Action is successful when new bike parking is added and reduces barriers to biking downtown.

Bicycle parking downtown in a unique SLO-only rack design

1.C.1 Continue to develop a strategy to install new bike parking

60 San Luis Obispo Access and Parking Management Plan
Goal 1: Promote mode shift and emissions reductions
Strategy 1.C. Reduce barriers to active transportation
Current Conditions
A bike valet is provided at the weekly Farmer’s Market by Bike SLO County. The bike valet works similarly to a typical vehicle valet service in that each rider is given a check tag, the bike is parked in a secure lot, and the rider hands in the check tag and the bike is returned.

Actions
• Promote bike valet and provide trainings on how to use bike valet.

Rationale
• A bike valet is provided at the Farmer’s Market by Bike SLO County, but stakeholders including Cal Poly students indicated they are not aware of the program or are unclear how to use it.

Relevant Community Input and City Policies
• Stakeholders, including Cal Poly students indicated they are both unaware and unsure of how to use bike valet.
• Stakeholders indicated a lack of secure bike parking is a barrier to biking downtown.
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Circulation Element Policy 4.1.1
Timing / Responsible Party
• Short-term / Transportation Planning & Engineering
Implementation / Monitoring Plan

1. Continue to promote bike valet.

2. Track the number of bike valet trainings held per year.

3. Action is successful when utilization of bike valet increases, reducing barriers to bike downtown, especially for events.

Free bike valet provided by Bike SLO

1.C.2 Continue to promote bicycle valet parking
Source: Bike SLO

San Luis Obispo Access and Parking Management Plan 61
Goal 1: Promote mode shift and emissions reductions
Strategy 1.C. Reduce barriers to active transportation
Current Conditions
The San Luis Obispo Municipal Code requires bicycle parking for each land use, and a certain percentage of short-term and long-term bike parking spaces. Key code requirements are as follows:

Relevant Community Input and City Policies
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Active Transportation Plan Policy 3.

Timing / Responsible Party
• Short-term / Planning and Zoning and Transportation Planning & Engineering
Implementation / Monitoring Plan

1. Conduct a study to evaluate current bicycle parking
requirements.

2. Quantify bicycle parking supply and demand in select private developments downtown.

3. Action is successful when adequate bicycle parking is provided at new development projects for both traditional bikes and e-bikes.

1.C.3 Evaluate current bicycle parking requirements
Actions
• Evaluate the current bicycle parking requirements to determine the extent to which they are appropriate for each land use. This study could include quantifying actual bike parking usage at different land uses.
• Evaluate long-term versus short-term bike parking requirements in the context of the increase an e-bike usage.

Rationale
• Bicycle parking requirements ensure that the demand for bicycle parking is met.
• Bicycle parking requirements should account for e-bike demand, as e-bikes are larger, heavier, and more expensive than traditional bikes, requiring different storage options.

Table 4 Current San Luis Obispo bicycle parking requirements Land Use # Bicycle Parking
Spaces Required Short-term Long-term
Residential 2/unit + 1/5 units 25% 75%
Lodging 1/10 guest rooms 50% 50%
Office 1/1,500SF 75% 25%
Restaurant (quick-serve) 1/150SF 75% 25%
Restaurant (sit-down) 1/500SF 75% 25%
FOR EXAMPLE: FUNDING TRANSPORTATION OPTIONS
In addition to providing bicycle racks throughout the city, Boulder offers free secure bicycle parking in its off-street parking structures and provides free bicycle lockers at its park-n-ride lots and at the Downtown Boulder Transit Station.

62 San Luis Obispo Access and Parking Management Plan
Goal 1: Promote mode shift and emissions reductions
Strategy 1.C. Reduce barriers to active transportation
Current Conditions
The Active Transportation Plan (ATP) calls for many miles of new bikeways and sidewalk facilities. These improvements are proposed within the public right-of-way, which have direct impacts on on-street parking.

Actions
• Coordinate implementation of projects recommended in the ATP with Parking- and Public Works-led projects.

Rationale
• It is important that ATP projects impacting the public right-of-way are closely coordinated with any changes to on-street parking.

Relevant Community Input and City Policies
• The community expressed general support for active
transportation facilities and improvements, especially as many people believe the bike network to be incomplete currently, sidewalks to have gaps, and transit service to be insufficient for many trip types.
• Active Transportation Plan Policy 1.3 and 1.6
• Downtown Concept Plan Goal 4.4
Timing / Responsible Party
• Ongoing / Public Works lead by Transportation Planning & Engineering, Engineering & Construction Management, and Parking Services
Implementation / Monitoring Plan

1. Continue to coordinate ATP projects and Public Works projects.

2. Action is successful when ATP projects and Public Works projects are successfully coordinated to ensure projects facilitate active transportation.

Protected bicycle lane on Higuera Street

1.C.4 Continue to coordinate implementation of ATP projects in relationship to Parking and Public Works projects

San Luis Obispo Access and Parking Management Plan 63
Goal 1: Promote mode shift and emissions reductions
Strategy 1.C. Reduce barriers to active transportation
Current Conditions
The Active Transportation Plan includes recommendations for many new bicycle and pedestrian facilities throughout the City. These facilities are in the form of shared use paths, bicycle lanes, bicycle routes, neighborhood greenways, and protected bike lanes Actions
• Form interdepartmental partnerships to monitor usage of new active transportation facilities.
• Focus law enforcement on new active transportation facilities to ensure all users are complying with posted regulations.

Rationale
• Promotes safety for bicyclists and pedestrians, thereby encouraging travel by bike or on-foot.

Relevant Community Input and City Policies
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Page 149 of the ATP discusses Monitoring and Evaluation • Active Transportation Plan Policy 6.6
• Downtown Concept Plan Policy 4.1
Timing / Responsible Party
• Ongoing / Transportation Planning & Engineering and Police Department
Implementation / Monitoring Plan

1. Continue to focus monitoring/enforcement of new active transportation facilities.

2. Track the number of hours spent monitoring new active transportation facilities for compliance and monitor active transportation usage (per ATP guidelines).

3. Action is successful when pedestrians, bicyclists, and vehicles understand the new regulations and active transportation users feel comfortable using the facilities.

1.C.5 Continue to monitor and enforce new active transportation facilities Downtown San Luis Obispo

64 San Luis Obispo Access and Parking Management Plan
Promotional material from SLOCOG
Goal 1: Promote mode shift and emissions reductions
Strategy 1.C. Reduce barriers to active transportation
Current Conditions
San Luis Obispo Council of Governments (SLOCOG) has a variety of programs including the SLO Regional Rideshare Program. A division of SLOCOG, SLO Regional Rideshare serves as a onestop-shop for transportation information, 511 travel information (including phone and online trip planning assistance), road conditions, and commute resources in SLO County. SLO Rideshare offers programs for employers, Safe Routes to Schools, Bike to Work Day, personalized trip planning assistance, and emergency ride home program, and an interactive website with transportation mode options information and 511 live travel updates. SLCOG also produces Park & Ride Study to review existing park and ride locations and evaluate potential future locations for park and rides to encourage carpooling, vanpooling, and transit ridership.

Actions
• Coordinate with SLO Regional Rideshare and park and ride programs that promote active transportation, including bicycle, carpool, vanpool, and transit.
• Promote these programs to City residents, visitors, and employees.

Rationale
• Coordinating with regional transportation programs such as SLO Regional Rideshare and park and ride lots leverages existing programs to help the City reach its travel mode share goals.

Relevant Community Input and City Policies
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Circulation Element Policy 2.1.1, 13.2.3
• ATP Policy 4.8 and 6.2
Timing / Responsible Party
• Ongoing / Transportation Planning & Engineering, Transit, Parking Services, and SLOCOG
Implementation / Monitoring Plan

1. Continue to coordinate with SLOCOG on their transportation programs.

2. Track the number of coordination efforts per year.

3. Action is successful when programs are coordinated to ensure maximum effectiveness and usage.

1.C.6 Continue to coordinate with SLOCOG on their transportation programs Source: San Luis Obispo Council of Governments

San Luis Obispo Access and Parking Management Plan 65
Goal 1: Promote mode shift and emissions reductions
Strategy 1.C. Reduce barriers to active transportation
Relevant Community Input and City Policies
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Downtown Concept Plan Mobility and Streetscape Strategy Timing / Responsible Party
• Ongoing / Transportation Planning & Engineering, Engineering & Construction Management, Transit, and Parking Services
Implementation / Monitoring Plan

1. Continue to implement the mobility vision specified in the DCP.

2. Monitor the improvements made to achieve the modal priority objectives listed in the Action Detail column.

1.C.7 Continue to modofy downtown streets consistent with the Downtown Concept Plan Figure 15 Street Types Diagram - Downtown Concept Plan (Fig. 4.1) Current Conditions
The City’s Downtown Concept Plan details Street Types and Modal Priorities shown in the figure below:

Actions
• Implement the Downtown Concept Plan (DCP) Street Types and Modal Priorities displayed in Figure 4.1 of the DCP.
• Mode ranking for the downtown area is:

1. Pedestrians

2. Bicycles

3. Transit

4. Vehicles
Rationale
• To support the City’s Circulation Element goals to provide a safe and reliable transportation system while reducing dependence on vehicle travel, the DCP includes a vision for the future downtown streetscape.

66 San Luis Obispo Access and Parking Management Plan
Goal 1: Promote mode shift and emissions reductions
Strategy 1.C. Reduce barriers to active transportation
Current Conditions
As part of the COVID-19 response, the City launched a pilot program known as Open SLO, which resulted in the installation of over 30 parklets in the downtown area as well as across the City.

The permanent parklet permit program was adopted by City Council in July 2022.

Actions
• Collect feedback from Downtown businesses regarding the parklet program.
• Monitor parklet benefits compared to parking needs.

Rationale
• The City recently went through a robust process to establish a parklet permit program with the following goals:
• Support local businesses
• Promote vibrant and welcoming places
• Encourage active transportation
• Showcase the creativity of SLO
• Support infrastructure improvements.

Relevant Community Input and City Policies
• Some community members expressed concern over equity
related to the parklet program, in that parklets benefit some businesses more than others.
• Active Transportation Plan Policy 3.3
• Downtown Concept Plan Goal 2.3
• Downtown Concept Plan Implementation Action 58
Timing / Responsible Party
• Ongoing / Transportation Planning & Engineering and Parking Services
Implementation / Monitoring Plan

1. Collect feedback from downtown businesses on an annual basis regarding the parklet program.

2. Action is successful when the parklet program meets its goals listed in the Rationale column.

1.C.8 Continue to monitor the parklet program
Parklet on Monterey Street

San Luis Obispo Access and Parking Management Plan 67
Goal 1: Promote mode shift and emissions reductions
Strategy 1.D. Increase awareness of the appeal of sustainable transportation Current Conditions
A comprehensive, citywide sustainable transportation education campaign has not been launched in SLO.

Actions
• Implement a campaign challenging car dependence with active transportation posters, brochures, and other messaging.

Rationale
• Promoting transportation alternatives (i.e. walking, biking, and transit) helps increase awareness of the options.
• Public campaigns and posting materials in the public realm can reach a wider audience than relying primarily on web pages to relay information.

Relevant Community Input and City Policies
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Page 149 of the ATP discusses Monitoring and Evaluation • Active Transportation Plan Policy 6.6
• Downtown Concept Plan Policy 4.1
Case Study Cities that Implemented Strategy
• Strasbourg
Timing / Responsible Party
• Short-term / Transportation Planning & Engineering, Transit, Parking Services, and Office of Sustainabilty and Natural Resources
Implementation / Monitoring Plan

1. Implement a sustainable transportation campaign.

2. Track community awareness of the campaign (e.g. number of people reached).

3. Action is successful when a significant portion of the SLO resident and employee population is reached.

1.D.1 Implement a sustainable transportation campaign
Drive Less Campaign in Oregon
Source: commuteoptions.org

68 San Luis Obispo Access and Parking Management Plan
Goal 1: Promote mode shift and emissions reductions
Strategy 1.D. Increase awareness of the appeal of sustainable transportation Current Conditions
The City communicates about transportation options and services using the website, email newletters and updates, social media, updates to the SLO Transit app, and flyering at transit locations.

Actions
Provide transportation information annually to SLO residents and businesses. Examples of information that can be included are:
• Walking maps
• Bicycle routes
• Carpooling information
• Transit schedules
• Employee parking permits, transportation wallet benefits, and validation programs for businesses
Rationale
• Promoting transportation alternatives helps increase awareness of the options.
• Public campaigns and posting materials in the public realm can reach a wider audience than relying primarily on web pages to relay information.
• Portland implemented a similar program aimed at new residents and found drive trip reductions of 5% to 8% for Smart Trips participants
Relevant Community Input and City Policies
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Active Transportation Plan Policy 6.2
• The ATP references the “6E’s” approach seen in communities that have high rates of walking and bicycle use. Education is one of the “6E’s.”
Case Study Cities that Implemented Strategy
• Portland
Timing / Responsible Party
• Ongoing / Transportation Planning & Engineering, Transit, and Parking Services
Implementation / Monitoring Plan

1. Continue to provide regular transportation information directly to residents on an annual basis.

2. Track the number of residents reached with information.

3. Action is successful when SLO residents consider a travel option other than driving.

1.D.2 Continue to provide regular transportation information to residents and businesses Portland SmartTrips trip reduction impacts
Source: City of Portland

San Luis Obispo Access and Parking Management Plan 69
Bike SLO County education workshop
Goal 1: Promote mode shift and emissions reductions
Strategy 1.D. Increase awareness of the appeal of sustainable transportation Current Conditions
Bike SLO County provides Bike Education workshops, taught by certified instructors, around the County at local schools, community centers, businesses, and in downtown SLO.

Actions
• Promote bike education including bike education workshops.

Rationale
• Education on bicycling, including bicycling safety helps encourage people to try bicycling and/or utilize bicycling as a mode of transportation more frequently.

Relevant Community Input and City Policies
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Active Transportation Policy 6.2
• The ATP references the “6E’s” approach seen in communities that have high rates of walking and bicycle use. Education is one of the “6E’s.”
Timing / Responsible Party
• Ongoing / Transportation Planning & Engineering
Implementation / Monitoring Plan

1. Continue to promote bicycle education.

2. Track the number of people reached regarding bicycle education opportunities, such as bicycle workshops.

3. Launch or refresh a downtown employee pass and customer validation parking options and travel options education campaign.

4. Action is successful when participation in bicycle education events increases and residents/employees choose to try
bicycling downtown.

1.D.3 Continue to promote bicycle education
Source: Bike SLO County
FOR EXAMPLE: TRANSPORTATION OPTIONS EDUCATION
Portland’s Bureau of Transportation provides individualized transportation information by mail and email to new and relocating residents, based on research demonstrating people may be more receptive to new information and more willing to adopt new habits in a “changed decision” context, such as after a relocation.

SmartTrips New Movers has reduced new residents’ drive-alone trips by 5 to 8 percent and increased the share of their trips taken by sustainable modes of travel.

70 San Luis Obispo Access and Parking Management Plan
Table 5 Parking hourly price changes, 2023-2025
Goal 2: Promote Parking Services success
Strategy 2.A. Use parking pricing to influence demand and distribution Current Conditions
The City’s daily parking prices are increasing in 2023 and again in 2025 as summarized in the table below.

Actions
• Monitor the effectiveness of the new parking prices, including their impacts on parking occupancy and turnover.

Rationale
• The City is increasing daily parking rates in downtown SLO. • It is important to assess the impacts of new parking price increases on parking usage.

Relevant Community Input and City Policies
• Circulation Element 13.2.2
Timing / Responsible Party
• Ongoing / Parking Services
Implementation / Monitoring Plan

1. Track parking occupancy at least every six months with license plate recognition (LPR) equipment.

2. Action is successful when parking occupancy remains under the 85% threshold.

2.A.1 Continue to monitor the effectiveness of new parking prices Current parking rate (as
of June 2022) Effective January 2, 2023 Effective July 1, 2023 Effective July 1, 2023 Parking Meters Hour Rates
Tier 1 (Super Core) $2.00 $2.00 $4.00 $5.00
Tied 2 (Core) $1.75 $2.00 $4.00 $5.00
Tier 3 (Outlying areas) $1.25 $1.50 $3.00 $3.00
Parking Structure Hourly Rates
Hourly* $1.50 $1.50 $3.00 $3.00
*The first hour in garages is currently free. This program is up for possible renewal in July 2023.

San Luis Obispo Access and Parking Management Plan 71
Goal 2: Promote Parking Services success
Strategy 2.A. Use parking pricing to influence demand and distribution Current Conditions
The current cost of the downtown parking permits compared to the daily prices are shown in the following table. (note: downtown passes and permits prices are not slated to increase in 2023 and 2025; only daily prices are increasing. City Council would have to take separate action to increase the price of passes and permits) Actions
• Increase parking prices for all downtown permit types in coordination with the planned increase in daily parking prices. • Establish a ratio between parking permit prices and daily parking prices, which could be informed by the ratios shown in Table 5. • Offer a reduced parking permit price for low-income individuals. • As an alternative to the parking permit, offer a “transportation wallet” benefit described in Action 1.B.1.

Rationale
• Parking users should be responsible for the costs of providing and managing parking infrastructure.
• The daily parking prices for the parking meters and structures are increasing, thus the long-term passes and permits prices should increase correspondingly.

Relevant Community Input and City Policies
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car mode share goals of the General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• Circulation Element Policy 2.1.1 and 2.1.4
• Climate Action Plan Action 3.1.B
Timing / Responsible Party
• Long-term / Parking Services
Implementation / Monitoring Plan

1. Increase downtown parking permits rates for all permit types.

2. Track the number of parking permits sold each year.

3. Outcomes include supporting the financial health of the Parking Fund and encouraging people to consider a travel mode other than driving and parking.

2.A.2 Increase downtown parking permit prices
Permit type Permit cost (per
month equivalent)
Approximate
current monthly
cost if same
product is
purchased daily
Price of permit
compared to daily
price
Downtown
Employee Garages
(PROX Card)
$85 $120 ($6 daily
max. for 20 days) 70%
Monthy Street
Parking Permit (10-
hour Meter)
$60
$270 ($1.50/hr for
9 hours per day
for 20 days)
25%
Downtown
Residents Garages
(DROP PROX Card)
$125
$630 (30 days)
($6/day + $15/
night)
20%
Table 6 Downtown parking permit types and rates compared to day parking

72 San Luis Obispo Access and Parking Management Plan
Goal 2: Promote Parking Services success
Strategy 2.A. Use parking pricing to influence demand and distribution Current Conditions
In on-street parking meters, parking is charged at the same rate for the first hour of parking as subsequent hours of parking.

Actions
• If parking occupancy regularly exceeds 85%, consider
increasing the parking rate incrementally based on the length of time parked (i.e. the rate to park the first hour is lower than the rate to park the second hour, which is lower than the rate to park the third hour
Rationale
• Tier-based pricing promotes increased turnover in downtown onstreet parking spaces. • The City has passed an ordinance approving implementation of tier-based pricing.
• The City should consider if any additional revenue could be used to pay for TDM and other mobility initiatives undertaken by the City
Case Study Cities that Implemented Strategy
• Sacramento
Relevant Community Input and City Policies
• Local residents expressed concern that they cannot find an available parking space downtown to shop and/or dine.

Promoting turnover of parking spaces will improve parking availability.
• Circulation Element transportation mode shift goal
• Circulation Element Policy 2.1.1, 2.1.4, and 13.1.1
Timing / Responsible Party
• Long-term / Parking Services
Implementation / Monitoring Plan

1. If parking occupancy regularly exceeds 85%, implement tierbased pricing.

2. Track parking occupancy and turnover at least every six months with license plate recognition (LPR) equipment.

3. Action is successful when parking occupancy remains below 85% and the number of long-term on-street parkers decreases upon implementation.

2.A.3 Implement tier-based parking pricing
Sacramento’s tier-based parking pricing information sign FOR EXAMPLE: TIER-BASED PRICING
Another feature of parking pricing in Sacramento is that on-street parking has a tiered-based rate system. There are four zones with rates ranging from $1.75 to $3.75 per hour depending on location and length of stay. For example, in Zone 1, the base hourly meter rate is $1.75, and increases to $3.00 in the second hour, and $3.75 per hour for three or more hours.

Source: City of Sacramento

San Luis Obispo Access and Parking Management Plan 73
Goal 2: Promote Parking Services success
Strategy 2.A. Use parking pricing to influence demand and distribution Current Conditions
The public parking rates do not change based on the occupancy of blocks or facilities.

Action Detail
• If occupancy after tier-based pricing is implemented still regularly exceeds 85%, implement demand-based pricing (i.e. adjust parking rates based on periodic parking occupancy observations).
• Increase rates on blocks (or parking facilities) with occupancy above a certain threshold (e.g. 85%) and decrease rates on blocks (or parking facilities) with occupancy below a certain threshold (e.g. 50%).

Rationale
• Demand-based pricing ensures parking availability and increased space turnover in highly utilized downtown parking spaces.
• Reduces traffic congestion and GHG emissions resulting from cruising for parking.

Case Study Cities that Implemented Strategy
• Sacramento
• Boulder
• Rotterdam
Relevant Community Input and City Policies
• The community expressed a concern about the inability to find parking downtown. Demand-based pricing is designed to ensure there are available parking spaces on each block.
• Circulation Element Policy 2.1.4 and 13.1.1
• Downtown Concept Plan Implementation Action 52
Timing / Responsible Party
• Long-term / Parking Services
Implementation/Monitoring Plan

1. If occupancy after tier-based pricing is implemented still exceeds 85%, implement demand-based pricing.

2. Track parking occupancy at least every six months with license plate recognition (LPR) equipment.

3. Action is successful if parking occupancy remains below 85% upon implementation.

2.A.4 Implement demand-based pricing

74 San Luis Obispo Access and Parking Management Plan
Goal 2: Promote Parking Services success
Strategy 2.A. Use parking pricing to influence demand and distribution Current Conditions
Passenger Loading Zones marked by a white curb, allow public parking for a maximum of ten minutes to load and unload passengers or deposit mail. Regulations apply 7:00a.m.-6:00p.m.

Monday-Saturday, and 1:00p.m.-6:00p.m. every Sunday. Some passenger loading zones are enforced 24/7 if they are near a hotel, theatre, or mailbox. No payment is required for Passenger Loading Zones
Commercial Loading Zone spaces are designated by a yellow curb and allow loading by commercial vehicles for a maximum of 30 minutes. Regulations apply 7:00a.m.-6:00p.m. Monday-Saturday, and 1:00p.m.-6:00p.m. every Sunday. Commercial loading zones can also be used for up to three minutes for passenger pickup and drop-off. The City requires permits for $60/year for commercial vehicles to use the zones.

Actions
• Study commercial loading zone activity.
• Revise loading zone areas based on study findings.
• Explore the policy and technology changes necessary to implement curb access fees or permits for all users (deliveries and Ride Apps.

Rationale
• Curb demand is changing, especially due to increased demands from Ride Apps and commercial deliveries.
• It is important to monitor the curb to ensure it is used efficiently.

Relevant Community Input and City Policies
• Circulation Element Policy 13.1.1
Timing / Responsible Party
• Short-term / Parking Services
Implementation / Monitoring Plan

1. Study the current commercial loading zones and loading zone policies.

2. Track the number of commercial loading zones implemented and utilization of those zones.

3. Action is successful when delivery vehicles and Ride Apps have convenient access to the curb and loading activities do not conflict with private vehicle parking or active transportation.

2.A.5 Study commercial loading zones
Loading zone on Higuera Street

San Luis Obispo Access and Parking Management Plan 75
Goal 2: Promote Parking Services success
Strategy 2.A. Use parking pricing to influence demand and distribution Current Conditions
The City has three tiers of on-street parking rates:
• Tier 1: Super Core
• Tier 2: Core
• Tier 3: Outlying Areas
Action Detail
• Develop parking occupancy thresholds for the implementation of future paid parking areas (e.g. 75% utilization).

Rationale
• Setting clear standards for implementing paid parking on certain blocks (as necessary) makes the process more predictable for the City and the public.

Case Study Cities that Implemented Strategy
• Strasbourg
Relevant Community Input and City Policies
• Circulation Element Policy 13.2.2
Timing / Responsible Party
• Short-term / Parking Services
Implementation/Monitoring Plan

1. Implement a parking occupancy threshold that must be met prior to establishing new paid parking areas.

2. Track the number of paid parking zones and geographic coverage and monitor those zones.

2.A.6 Implement a paid parking area expansion plan
Figure 16 San Luis Obispo Tiered Parking Rates Map

76 San Luis Obispo Access and Parking Management Plan
Goal 2: Promote Parking Services success
Strategy 2.B. Regulate the curb to influence demand and distribution Current Conditions
The City has approximately 467 10-hour metered parking spaces around the edges of downtown.

Action Detail
• Convert some of the 467 10-hour on-street metered spaces to short-term parking spaces (e.g. no more than 2 hours) over several years.
• Ensure 10-hour spaces are not eliminated quicker than the number of available 10-hour parking permits (see Action 2.B.2) Rationale
• Increases the turnover of on-street parking spaces and usage of the parking garages, consistent with the goals of the Downtown Concept Plan.
• The peak weekday July parking demand (non-Farmer’s market) had 422+/- spaces available in the parking structures.

Relevant Community Input and City Policies
• The Downtown Concept Plan recommends people park in
structures first, so they do not have to drive through downtown to find a parking space.
• Circulation Element Policy 13.1.1
Timing / Responsible Party
• Short-term / Parking Services

2.B.1 Continue to reduce the number of 10-hour meter spaces Coin operated parking meters, which are 2-hour or 10-hour limits in SLO Implementation/Monitoring Plan

1. Continue to reduce the number of 10-hour parking meters spaces.

2. Track the number of 10-hour meters parking spaces reduced per year.

3. Action is successful when on-street parking downtown is primarily for short-term parking.

San Luis Obispo Access and Parking Management Plan 77
Goal 2: Promote Parking Services success
Strategy 2.B. Regulate the curb to influence demand and distribution Current Conditions
The City currently offers parking permits that provide individuals a reduced price to park at any 10-hour on-street metered space:
• 400 quarterly permits are available for $180/permit.
• 200 monthly permits are available are available for $60/permit. • Residents can purchase permits for 10-hour meter spaces for $20/year.

Action Detail
• Reduce the number of non-resident 10-hour on-street parking permits available.
• Phase out on-street parking permits incrementally over time.

Rationale
• On-street parking permits encourage longer parking stays. • On-street parking should have higher turnover to serve downtown businesses and promote economic development.
• Long-term parkers should be directed to park in parking structures.
• Action 1.A.1 recommends a new daily parking permit option that can be used for downtown parking structures.

Relevant Community Input and City Policies
• The community expressed concerns with the inability to find parking, and 49% of survey respondents park 1-3 hours.

Reducing the on-street permits issued will make more spaces available for customers and visitors.
• Circulation Element Policy 13.1.1
• Downtown Concept Plan strategy of directing drivers to parking structure first before circulating downtown.
• Climate Action Plan Action 3.1.B

2.B.2 Reduce the quantity of Monthly Street Parking (10-hour Meter) Permits Timing / Responsible Party
• Medium-term / Parking Services
Implementation/Monitoring Plan

1. Reduce the number of 10-hour parking permits offered.

2. Track the number of annual 10-hour on-street permits offered.

3. Action is successful when more permit holders parking in structures rather than on-street, reducing “cruising” for parking and promoting parking availability.

78 San Luis Obispo Access and Parking Management Plan
Goal 2: Promote Parking Services success
Strategy 2.B. Regulate the curb to influence demand and distribution Current Conditions
The City’s curb space is used for parking with a variety of restrictions and uses, including timed-parking (30-minute, 2-hour, 4-hour, and 10-hour), ADA parking spaces, and loading zones (passenger and commercial). Curb space is also devoted to parklets, bike parking, bikeways, and sidewalk extensions.

Action Detail
• Continue to monitor curb space to ensure it is promoting citywide goals related to reduced car travel mode share and greenhouse gas emissions.
• Evaluate options to add more ADA accessible parking on-street, and to designate more pickup/dropoff curb space.

Rationale
• Devoting curb spaces to active transportation (e.g. bikeways) and people-centric users (e.g. parklets and widened sidewalks) will help the City achieve its mode share and greenhouse gas emissions reduction goals.

Relevant Community Input and City Policies
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Active Transportation Policy 1.6
Timing / Responsible Party
• Ongoing / Transportation Planning & Engineering and Parking Services

2.B.3 Continue to prioritize curb space based on city-wide goals SLO curb space dedicated to bike parking and street seating Implementation/Monitoring Plan

1. Continue to prioritize curb spaces for active transportation and people-centric uses.

2. Track the number of new active transportation facilities and parklet facilities implemented.

3. Track the introduction of new ADA parking and new pickup/ dropoff zones and their utilization rates

4. Action is successful when more curb spaces is devoted to active transportation uses and people-centric uses.

San Luis Obispo Access and Parking Management Plan 79
Goal 2: Promote Parking Services success
Strategy 2.C. Use technology and wayfinding to improve the parking experience Current Conditions
The City’s current wayfinding and signage plan does not include a plan for parking signage
Action Detail
• Initiate a parking-specific wayfinding and signage plan for downtown including wayfinding to on-street and off-street parking facilities.
• Include seamless technology such as space availability displays at off-street parking facilities and apps that display on-street and off-street parking availability and have the ability to reserve parking.

Rationale
• Having effective wayfinding and signage helps direct drivers to available parking to reduce cruising for parking downtown, reducing GHG emissions.

Relevant Community Input and City Policies
• The community expressed support for improving parking and transportation wayfinding to make it easier to find available parking and to navigate to destinations in Downtown.
• Active Transportation Plan Policy 3.6
• Downtown Concept Plan Goal 4.3 and 5.2 and Implementation Action 34, 47
Timing / Responsible Party
• Short-term / Transportation Planning & Engineering, Engineering & Construction Management, Parking Services, and Community Development

2.C.1 Amend the City wayfinding and signage plan to include parking Implementation/Monitoring Plan

1. Initiate a parking-specific wayfinding and signage plan.

2. Survey the community regarding the signage and technology effectiveness and usability.

3. Project is successful when community members provide positive feedback as to the ability to find parking and reduce the need to “cruise for parking.”
Example of area-wide parking wayfinding sign (Omaha, NE)

80 San Luis Obispo Access and Parking Management Plan
Goal 2: Promote Parking Services success
Strategy 2.C. Use technology and wayfinding to improve the parking experience Current Conditions
The current website prioritizes Parking Services, with Transportation as a minor subset of information. As shown in the drop-down menu on the right, non-driving modes of transportation (are all combined into one “Transportation” tab. SLO Transit has its own section of the website under “Public Works.”
Action Detail
• Restructure the City website to highlight the range of available and promote transportation options.

Rationale
• This change would highlight overall transportation choices and methods, with Driving/Parking as just one option.
• This change would also align with an option the City is considering to restructure City departments for more
collaboration between Active Transportation, Transit, and Parking.

Relevant Community Input and City Policies
• The community expressed strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
• Circulation Element transportation mode shift goal
• The ATP references the “6E’s” approach seen in communities that have high rates of walking and bicycle use. Education is one of the “6E’s.”
Timing / Responsible Party
• Short-term / Transportation Planning & Engineering, Parking Services, and Transit in partnership with City Communications

2.C.2 Update the City website to highlight transportation options Implementation/Monitoring Plan

1. Evaluate the City website to
determine how travel options
other than parking can be
better highlighted.

2. Internally audit the website
content for accuracy and
completion and survey
community members about the
usefulness of the website.

3. Action is successful when
community members
respond that it is easy to find
information about parking and
transportation options.

Figure 17 SLO Public Works and
Parking Services website menu

San Luis Obispo Access and Parking Management Plan 81
Goal 2: Promote Parking Services success
Strategy 2.C. Use technology and wayfinding to improve the parking experience Current Conditions
At parking meters, four different parking apps are displayed on the meter and the signage above the meter (shown in this image).

Action Detail
• Reduce the number of parking apps displayed on the signage. • Review mobile app usage data and eliminate the apps that are rarely used.

Rationale
• Stakeholders and community members provided feedback that the signage at smart parking meters can be confusing.
• “Sign clutter” can create confusion, especially for visitors who are not accustomed to the parking system. Longer parking length of stays can occur as a result.

Relevant Community Input and City Policies
• Stakeholders and community members provided feedback that the signage at smart parking meters can be confusing
Timing / Responsible Party
• Short-term / Parking Services
Implementation/Monitoring Plan

1. Review parking mobile app usage and eliminate apps that have low utilization and adjust signage accordingly.

2. Survey the community and downtown businesses on clarify and legibility of signage.

3. Action is successful when community members provide positive feedback on the legibility of the signage.

2.C.3 Simplify signage at smart parking meters
Current downtown SLO parking pay station and app information

82 San Luis Obispo Access and Parking Management Plan
Goal 2: Promote Parking Services success
Strategy 2.C. Use technology and wayfinding to improve the parking experience Current Conditions
The City currently has license plate recognition technology, which is used for parking enforcement. Preferential parking permits (PPPs) are provided in the form of prox cards for the parking structures and window decals for on-street parking
Action Detail
• Transition to virtual permits (license plate is the permit) for all parking permit types (downtown SLO and Preferential Parking Permit Districts), and for the new proposed daily parking permits Rationale
• Enforcing virtual permits (by license plate) decreases the time spent on parking enforcement
• License plate-based permits reduce the possibility of counterfeit permits.

Relevant Community Input and City Policies
• The City has already purchased license plate recognition technology and is using it to enforce downtown parking meters

2.C.4 Continue to transition to virtual parking permits Timing / Responsible Party
• Short-term / Parking Services
Implementation/Monitoring Plan

1. Continue to transition to virtual permits.

2. Monitor the uptake rates of virtual permits over time.

3. Action is successful when all permits offered are virtual and when permit compliance can be monitored using the City’s license plate recognition (LPR) equipment.

License plate permit educational materials
Source: University of South Florida

San Luis Obispo Access and Parking Management Plan 83
Goal 2: Promote Parking Services success
Strategy 2.C. Use technology and wayfinding to improve the parking experience Current Conditions
There are a total of 19 electric vehicle charging stations located in Parking Lot 4 and the lower level of the 871 Marsh Parking Structure. There are two electric charging stations that include Disabled parking but patrons must be charging and have either a Disabled Placard or Disabled License Plate. There are currently no publicly available locations to charge e-bikes in Downtown SLO.

Action Detail
• Evaluate opportunities to expand EV charging infrastructure in off-street parking facilities for e-bikes and electric vehicles throughout downtown.

Rationale
• As the electric vehicle adoption rate and e-bike usage increases, especially in California, the need for chargers is increasing.

Relevant Community Input and City Policies
• Stakeholders provided feedback that there is a lack of secure bike parking downtown that could accommodate electric bikes. • ATP Policy 3.2a
• Climate Action Plan Pillar 4
• Downtown Concept Plan Implementation Action 48
Timing / Responsible Party
• Medium-term / Parking Services

2.C.5 Continue to expand off-street electric vehicle (EV) charging for vehicles and e-bikes Implementation/Monitoring Plan

1. Continue to expand EV charging for vehicles and e-bikes in offstreet parking facilities.

2. Track the number of EV charging stations and e-bike charging stations installed in downtown parking facilities and monitor usage.

3. Action is successful when the charging stations are highly utilized, but vehicles/e-bikes are not circling to find available charging stations.

Electric vehicle charging in the 871 Marsh garage

84 San Luis Obispo Access and Parking Management Plan
Goal 2: Promote Parking Services success
Strategy 2.C. Use technology and wayfinding to improve the parking experience Current Conditions
Currently, the City does not have an ordinance that restricts usage of public parking facilities for purposes other than parking Action Detail
• Draft and implement an ordinance that restricts use of public parking facilities park a vehicle, enter/exit the lot/structure, enter the structure to receive a parked vehicle, or use a restroom facility and immediately exit.

Rationale
• To promote public safety in parking facilities, it is important to restrict use of parking facilities for the purposes of parking only. • The City of Santa Barbara has passed a similar ordinance.

Relevant Community Input and City Policies
• The City has already purchased license plate recognition technology and is using it to enforce downtown parking meters Timing / Responsible Party
• Short-term / Parking Services
Implementation/Monitoring Plan

1. Implement ordinance.

2. City should develop infraction monitoring techniques.

3. Project is successful when safety is improved within the parking facilities.

2.C.6 Implement and ordinance to promote safe and secure parking facilities Parking structure in downtown SLO

San Luis Obispo Access and Parking Management Plan 85
Goal 2: Promote Parking Services success
Strategy 2.C. Use technology and wayfinding to improve the parking experience Current Conditions
The current process of establishing a new preferential parking permit district is listed below:
• At least three residents must meet with the Parking Services Supervisor
• Residents begin an informal survey
• With a 50% interest by residents, City will host a town hall meeting
• City will mail a formal survey for residents
• 60% majority of survey results are required to move forward • Forward to City Council for consideration
Action Detail
• Set a minimum occupancy threshold in which to establish new parking permit districts (e.g. at least 60-70% occupancy during one overnight observation period).
• Conduct an occupancy count to confirm whether the proposed district meets the required threshold.

Rationale
• At times there can be a perception that permit district areas have a parking problem, when in reality the.

Case Study Cities that implemented Strategy
• Portland

2.D.1 Evaluate parking use prior to creating new preferential parking districts Relevant Community Input and City Policies
• Circulation Element 113.2.2, 14.1.3 and 14.2.1
Timing / Responsible Party
• Short-term / Parking Services
Implementation/Monitoring Plan

1. Set a parking occupancy threshold that must be met prior to implementing new preferential parking permit districts.

2. Track the number and cover-ages of new permit districts and compliance rates.

3. Action is successful when new districts are used as a tool to manage parking demand and improve parking availability for residents.

Examples of preferential permit district regulations signage

86 San Luis Obispo Access and Parking Management Plan
Goal 2: Promote Parking Services success
Strategy 2.C. Use technology and wayfinding to improve the parking experience Current Conditions
Permits are only available to the property owner or authorized agent who currently reside at an address that is within preferential parking district boundaries.

Action Detail
• In permit districts with blocks with low utilization (e.g. less than 50%) and excess parking capacity, offer commuter permits limited to a certain block, chosen by applicants based on availability.

Rationale
• Commuter parking permits would allow the use of public space more efficiently and equitably, considering the needs of those who want to drive and park, without investing additional resources in expanding the existing public parking supply.

Case Study Cities that implemented Strategy
• Portland

2.D.2 Offer commuter permits based on block-by-block availability Relevant Community Input and City Policies
• Equity in transportation options was a theme from the outreach effort, with many people supporting strategies to charge more for parking for tourists/nightlife visitors while maintaining lower-cost parking options for Downtown employees.
• Circulation Element Policy 14.1.3
Timing / Responsible Party
• Long-term / Parking Services
Implementation/Monitoring Plan

1. Offer commuter parking permits in preferential parking permit districts.

2. Track permit sales and compliance rates, and parking utilization in permit districts to ensure they remain under the 85% occupancy threshold.

3. Action is successful when employees who need to drive to work have another parking permit option.

Boulder, Colorado Commuter Neighborhood Parking Permit map FOR EXAMPLE: NON-RESIDENT COMMUTER PERMITS
Boulder, Colorado, allows non-residents to park in some Neighborhood Parking Permit zones, subject to posted time limits. Non-resident commuter permits allow commuters to park beyond posted time limits in these zones and are available on a limited basis for $105 per quarter. Permits for blocks with the most convenient access to the University of Colorado Boulder are especially in demand, but the limit on the number of permits per block can help ensure some parking remains available for residents of the permit neighborhoods
Source: City of Boulder

San Luis Obispo Access and Parking Management Plan 87
G Glossary of Terms
Active Transportation – Transportation refers to non-motorized transportation, primarily walking or biking.

Bike share – A shared transport service where bicycles are available for shared use for individuals at relatively low cost.

Bike Valet – A attendant-assisted bike parking solution where bikes are parked in an off-site location.

Demand-based pricing – Refers to setting parking rates based on how occupied the parking system is, locations with higher occupancy have higher parking rates and locations with lower occupancy have lower parking rates.

Occupancy – For the purposes of this report, the number of cars parked in the parking system.

Parking Supply – the number of parking spaces (striped or unstriped), which can be located in onstreet or off-street parking facilities.

Parking In Lieu Fee – A fee that a developer can pay in lieu of building the minimum required parking spaces on-site. The fee is typically deposited into a City fund to pay for parking and sometimes access improvements.

Parklet –. A reclaimed area of the public right-of-way on portions of street parking for pedestrian uses that includes a small seating or community gathering area or bicycle parking area temporarily constructed over street parking space(s)
Rideshare – Rideshare refers to app-based, on-demand transit service operated by transportation network companies (TNCs), of which Uber and Lyft are the most common.

Tier-based pricing – Refers to charging more for longer parking stays that shorter parking stays (i.e. the first hour is less expensive than the third hour of parking).

Transportation Demand Management (TDM) – A set of strategies and policies to reduce travel demand or redistribute the demand in space or time.

Transportation Wallet – A flexible benefit that allows people to pay for multiple modes of transportation, such as bike share, transit, and e-bike discounts.

Utilization – For the purposes of this report, utilization refers to the percentage of parking spaces that are utilized in the parking system.

88 San Luis Obispo Access and Parking Management Plan
A Appendices
Appendix A – Existing Conditions and Parking Utilization Report Appendix B – Case Study and Peer City Review
Appendix C – Community Outreach Report

San Luis Obispo Access and Parking Management Plan Update-Existing Conditions Appendix I 1 Existing Conditions Appendix
This section serves as background analysis and includes Walker Consultants’ summary of existing parking programs, observations of existing parking resources and utilization rates, findings related to the existing mobility and access system, an update on the progress and accomplishments of the previous APMP, and a review of existing parking marketing materials and their effectiveness.

Source: Walker Consultants, 2022.

SECTION 1: EXISTING MOBILITY AND

ACCESS SYSTEM
Parking demand is best understood in the context of the City and region’s entire mobility and access landscape. When multi-modal transportation options are available and attractive, people will be less dependent on private vehicles. This section highlights the City’s goals for the enhancement of its multimodal transportation system and high-level strategies to achieve them, briefly describes the existing transportation networks available, and provides data for collision and citation trends related to transportation decision making.

RELEVANT PLANNING DOCUMENTS
In addition to the Parking and Access Management Plan, the City of San Luis Obispo has several other planning documents which set forth community goals and strategies related to transportation. Each plan has a unique focus, but all share an overarching vision of reducing dependence on single occupant vehicle (SOV) travel and greenhouse emissions. To achieve these goals, strategies should be developed holistically, and each plan should align with and complement the others. The documents include:

A thorough understanding of
San Luis Obispo’s current
conditions and of the
community goals expressed in
other City planning documents
will help Parking Services
evaluate and implement
impactful strategies through
the Access and Parking
Management Plan Update.

San Luis Obispo Access and Parking Management Plan Update-Existing Conditions Appendix I 2 • Active Transportation Plan (2021): This plan provides implementation strategies to achieve the mode share goals set forth in the Circulation Element, showing the connection between building better-connected and safer walking and bicycling routes and reducing private vehicle travel. • Climate Action Plan for Community Recovery (2020): The plan’s objective of carbon neutrality by 2035 includes the goal of achieving the Circulation Element’s mode split objectives by 2030, which accounts for 16 percent of
proposed GHG emissions reductions.
• Circulation Element of the General
Plan (2014): This describes the
City’s goals to achieve more active
transportation mode share by 2035.

This includes reducing the number of
people who drive alone from 67.7
percent today to 50 percent by 2030,
boosting bicycling to 20 percent,
boosting transit to 12 percent, having
walking, carpooling, and other forms
of transportation account for 18
percent of travel. Figure 1 shows the
modal split objectives from the
Circulation Element. Figure 2 (below)
shows how the Circulation Element also establishes that downtown areas and residential corridors and neighborhoods should especially prioritize active transportation modes over private vehicle travel.
• Downtown Concept Plan (2017): The Downtown Concept Plan establishes a vision for Downtown San Luis Obispo in alignment with the Land Use and Circulation elements of the General Plan. Goals for downtown include prioritizing pedestrian activity, providing ample wayfinding for motorists, and providing a safe and easy-to-use bicycle network that enhances connections to surrounding neighborhoods, improving bicycle parking, and encouraging the redevelopment of surface parking lots with denser retail and mixed-use development.

Figure 2: Multimodal Priorities from Circulation Element Source: City of San Luis Obispo, Circulation Element, 2017.

SAN LUIS OBISPO’S EXISTING TRANSPORTATION
San Luis Obispo has a range of transportation options other than private motor vehicle travel for people to get around. These include local bus service, regional bus and rail service, and a robust and growing network of pedestrian and bicycle routes. The core urban and semi-urban adjacent parts of the city are well-connected with a street grid, complete sidewalk network, and bikeways linking certain inner neighborhoods.

Figure 1: Modal Split Objectives from
Circulation Element
Source: City of San Luis Obispo, Circulation Element, 2014.

San Luis Obispo Access and Parking Management Plan Update-Existing Conditions Appendix I 3 Transit Options
Transit currently accounts for 2.8 percent of
resident city trips. The Circulation Element
aims to boost this number to 12 percent. The
City’s Transit Division (SLO Transit) operates
eight bus routes, which provide regular service
on four primary routes (one route running each
direction). These buses link downtown to the
airport, California Polytechnic (“Cal Poly”)
University, the Laguna Lake area
neighborhoods, and elsewhere. Regional
transit connections include SoCo bus to Cuesta
College, Morro Bay, Los Osos, Paso Robles,
Cambia, and Santa Maria; and Amtrak Pacific
Surfliner rail service southbound along the coast
to cities including Santa Barbara and Los
Angeles.

Bicycle Network
Bicycling currently accounts for 8.3 percent of resident city trips, and the Circulation Element aims to boost this to 20 percent. The existing bicycle network includes approximately 75 miles of designated bikeways, including 11 miles of shared-use pathways, 63 miles of bicycle lanes/routes, and a half mile of neighborhood greenway. Figure 3 on page 4 displays a map of the City’s current bicycle facilities.

Community engagement for the 2021 Active Transportation Plan found that protected bike lanes on major arterials are the most desired types of bicycle infrastructure. The City plans to continue expanding and improving the safety of its bicycle network. Figure 4 on page 5 displays the existing and proposed bicycle facilities for the downtown area. Another example of significant active travel investment includes the installation of buffered bike lanes on Higuera and Marsh Streets, expected to be completed in 2022 as part of a repaving and lane reconfiguration project.

During the outreach process for the Active Transportation Plan, respondents reported that the top reasons they avoid bicycling are conflicts with heavy traffic and gaps in the bike network that make it difficult and unsafe to bike to their destinations. Both issues can be addressed through parking policy and management.

Source: City of San Luis Obispo.

Figure 3: Existing Bicycle Facilities in San Luis Obispo Source: Active Transportation Plan, 2021.

Figure 4: Downtown Bicycle Facilities Diagram
Source: San Luis Obispo Downtown Concept Plan Supplement, 2017

Pedestrian Infrastructure and Connectivity
According to the 2021 Active Transportation Plan, walking currently accounts for 7.2 percent of resident trips. The City aims to increase this to 12 percent by 2030. Community outreach conducted as part of the Active Transportation Plan revealed commonly cited barriers to walking to include the lack of crosswalks, safety and vehicle speeding, and the need for improved lighting. San Luis Obispo currently has plans for improved crossings, as shown in Figure 5. Traffic safety is discussed in more detail in the section below.

Figure 5: Bicycle and Pedestrian Project Corridors
Source: Active Transportation Plan, 2021.

TRAFFIC SAFETY AND CITATION DATA
When residents perceive
walking and biking as safe,
they are more likely to shift
some of their travel to these
modes. The City has had
significant success reducing
traffic crashes, injuries, and
fatalities. As reported in the
City of SLO 2018 & 2019
Traffic Safety Report, 2018
and 2019 were the safest
traffic years for vehicles and
bicycles since the City began
tracking data in 2002. Figure
6 shows how the number of
total collisions each year in
the City has declined. The
pedestrian injury rate has
also steadily declined since 2002. In
each annual report, the City identifies
key traffic safety hazards and makes
recommendations for safety investments and operations improvements to consider for capital projects.

Regular enforcement of traffic violations can encourage drivers to drive more safely and help reduce hazardous behavior. Figure 7 shows yearly citation trends in San Luis Obispo, including both total citations and hazardous citations. A high number of citations, however, could signal any combination of high enforcement or a high number of actual violations. The City notes that the overall vehicle citation rate can fluctuate considerably each year and that this may be the result of varying enforcement staffing and resources as much as it is of actual traffic hazard occurrences. Distraction & Driving Offences, Speeding, and Stop Sign infractions comprise the majority of violations.

Figure 7: Yearly Total Citations for San Luis Obispo
Source: City of San Luis Obispo 2018/2019 Traffic Safety Report.

Figure 6: Yearly Total Traffic Collisions in San Luis Obispo Source: City of SLO 2018 & 2019 Traffic Safety Report.

SECTION 2: APMP ACCOMPLISHMENTS
In the planning documents discussed above, many of the strategies to enhance access and reduce single occupancy vehicles (SOV) travel rely on making walking, biking, and public transit safer and more attractive modes of travel. The Access and Parking Management Plan (APMP) can advance these goals, while simultaneously maintaining sufficient availability of convenient on-street parking spaces and promoting an economically vibrant downtown core.

Walker and the City reviewed the 2011 Access and Parking Management Plan (APMP) to track achievements, efforts underway, and actions either abandoned or not yet begun. The 2011 APMP established broad goals to: support the commercial viability and character of the city, support the Conceptual Physical Plan for the City Center, provide enough parking in the core for visitors and employees, reduce employee parking demand by offering and promoting other modes of travel, support the General Plan’s Circulation Element, support the residential components of mixed-use described in the Land Use Element, and maintain strong fiscal stewardship of the parking program.

Parking Services has implemented and maintains several policies and actions described in the plan. Key areas of success include:
• Transformed several parking lots into development sites, as a means of promoting more effective land use and disposing of surplus parking to help fund the Parking Fund. • Adjusting pricing to encourage short-term on-street turnover and longer-term parking in off-street structures.
• Adding new loading and drop-off zones (which have been particularly in demand since the pandemic began in 2020).
• Instituting monthly and quarterly parking passes in off-street garages to promote and encourage their use (instead of on-street parking for long-term parkers). • Allowing shared overnight resident parking in City-owned public garages. • Expanding City and County employee trip reduction programs to encourage non-private-vehicle travel.
• Increasing enforcement of timed parking areas using License Plate Recognition. • Opening the Calle Joaquin park and ride facility south of town. • Subsidizing bulk transit pass purchasing for downtown employers and employees. • Initiating preliminary design and bidding for a fourth City-owned parking garage at the west end of town, in alignment with the City’s position that consolidated off-street parking is an efficient method to allow more private land development.
• Maintaining a robust and fair parking enforcement system. • Continually monitoring parking utilization rates and parking prices, and adjusting prices as needed to shift parking behavior.
• Establishing or expanding residential parking permit districts in partnership with impacted neighborhoods.
• Piloting carpool parking in one parking structure (but after low utilization reverted the spaces to all users).

The existing parking program review in the next section goes into further detail on parking management programs, provides data quantifying several of the accomplishments outlined above, and presents conclusions and key findings that will help inform the recommendations of the APMP update.

SECTION 3: EXISTING PARKING PROGRAM
REVIEW
Parking Services oversees roughly 2,600 public parking spaces downtown, spread across five off-street surface lots, three parking structures, and street parking controlled through a variety of time limits and per-hour pricing. Parking Services also manages twelve preferential parking permit districts in residential areas, each with unique day-of-week and time regulations. Downtown parking enforcement occurs between 9:00am and 9:00pm Monday through Saturday, and between 1:00pm and 9:00pm on Sundays.

This section provides a brief overview of parking management for the following:
• Public parking
• Downtown parking permits
• Preferential parking districts
Parking Services is a separate enterprise fund within the City and thus operates using its own generated revenue. Funds collected from paid parking go towards maintaining existing parking, constructing new parking as needed, staffing, and enforcement.

PUBLIC PARKING
Parking Services uses parking rates, time restrictions, and designated loading zones to manage parking demand and tailor different locations to different target users.

Paid Parking
Lower rates for off-street parking encourage long-term
parkers to utilize the structures, and higher rates for onstreet parking in the busiest areas help promote turnover and ensure availability. On-street paid parking spaces
are in the form of multi-space smart meters (in the
busiest City core) or coin-operated meters (on the
downtown edge). At multi-space meters, people can
either pay at the parking kiosk or via four different
parking apps (Parkmobile, Park Smarter, paybyphone,
or Honk). At coin-operated parking meters, people pay
for parking with coins at the meter. Public structures
require fees paid upon exit, and public surface lots
require payment either by smart meter, coin meter, or
payment app. Currently, drivers do not have to pay for
their first hour of garage parking, a program that is
scheduled to end on July 1, 2023, when both on-street
and off-street rates will also increase, and parkers will use mobile apps and smart meters to pay upon entry.

Time and Curb Restrictions
In addition to requiring payment, most on-street spaces have time limits to help ensure turnover. There are 30- minute, 2-hour, and 10-hour spaces. No on-street
parking is allowed downtown between 3:00am and
5:00am on any day of the week to allow for street
sweeping.

Source: Walker Consultants, 2022.

Downtown SLO Farmer’s Market

Off-street parking structures have no time limits and a maximum daily rate for daytime parking. Overnight paid parking between 12:00 am and 5:00 am is also allowed in the structures for an additional fee.

Downtown areas with a high need for pick-up and drop-off services have designated Passenger Loading Zones marked by a white curb. Passenger loading zones allow public parking for a maximum of ten minutes for the purpose of loading and unloading passengers or depositing mail. Passenger Loading Zone regulations apply between 7:00 am and 6:00 pm every Monday to Saturday, and between 1:00 pm and 6:00 pm every Sunday. Some passenger loading zones are enforced 24/7 if they are near a hotel, theatre, or mailbox.

Commercial Loading Zone spaces are designated by a yellow curb. Commercial Loading Zones allow loading by commercial vehicles for a maximum of 30 minutes. Commercial Loading Zone regulations apply 7:00 am and 6:00 pm every Monday to Saturday, and between 1:00 pm and 6:00 pm every Sunday.

Commercial loading zones can also be used by passenger vehicles for up to three minutes, but the vehicle must be occupied. The City offers permits which allow non-commercial vehicles to stay for up to 30 minutes.

Accessible Parking
Disabled Person parking placards and plates allow the use of designated on-street (blue curb) and offstreet Americans with Disabilities Act (ADA) spaces, preferential parking permit zone spaces, and any on-street time-restricted spaces at no charge.

DOWNTOWN PARKING PERMITS
Parking Services offers a variety of different parking permits to meet the needs of various user groups.

The permits offer discounted rates or the use of certain spaces in the downtown area. • Commercial Loading Zone permits are available for businesses to purchase and renew for $60 annually. These permits allow delivery vehicles to park in Commercial Loading Zones during business hours for a maximum of 30 minutes. The Commercial Loading Zone spaces are designated by a yellow curb and posted signage.
• Special Event and Construction permits allow for reservation of a downtown on-street spaces for $20 per space per day.
• Structure Parking Passes are available for downtown employees and residents. o Downtown employee structure parking permits cost $255 per quarter and are valid for the Marsh Street Structure or Palm Structure between the hours of 6:00 am and midnight. o Downtown resident structure parking permits cost $375 per quarter and are valid for parking on the third and fourth floors of the Marsh Street and Palm Street structures, both during the day and overnight. The City has set the maximum number of residential overnight parking permits at 10 percent of the total parking capacity in each of the participating parking structures—40 stalls for the Palm Street structure and 50 stalls for the Marsh Street structure.
o In the third quarter of 2022, a total of 297 structure parking passes were sold. Below are sales figures across the various user groups:
▪ City employees: 94 passes
▪ County and Courthouse employees: 35 passes
▪ Other Downtown employees: 152 passes
▪ Downtown residents: 16 passes (see below)
• 10-Hour Meter permits provide individuals a reduced rate for parking at any 10-hour on-street metered space. At the beginning of each quarter, 400 Quarterly permits are available for $180 each, and at the beginning of each month, 200 Monthly permits are available are available for $60 each. The permits usually sell out.

• 10-Hour Meter Residential permits are available for residents with 10-hour meters in front of their residence to park in 10-hour spaces at a discounted rate of $20 per year. Each household may apply for up to two permits. Permit holders are still subject to overnight parking prohibitions.

PREFERENTIAL PARKING

DISTRICTS
Parking Services also manages twelve Preferential
Parking Permit Districts throughout the City, which
impose restrictions on who can park on-street during
different hours of the day and days of the week. All
districts have posted signage indicating the
restriction (see Figure 8).

Only residents displaying valid parking permits may
occupy on-street parking during the limitation hours.

Permits are available for $20 annually per permit, and
each residence may purchase up to two permits.

Temporary residential permits are also available for
visitors. Preferential Parking Districts are primarily
located near Cal Poly University as a way of
regulating parking and limiting university parking
spillover. Establishing new districts or expansion of
existing districts requires the approval of a majority of residents and support from City Council.

For the 2021-2022 permit year, 825 of 1,002 available
residential district permits were sold, an 82 percent
purchase rate that reflects high uptake by residents of the preferential parking districts. The share of available permits that were purchased ranged from 62 percent in the Palomar district to 94 percent in the Alta Vista district.

SECTION 4: DOWNTOWN PARKING SUPPLY

AND DEMAND
This section explains the methodology of how parking data was collected and analyzed in the downtown study area and Preferential Parking Permit Districts, details the inventory of downtown parking by space type and cost, presents an analysis of observed downtown parking utilization and turnover rates, and provides inventory, occupancy, and permit compliance observation data for San Luis Obispo’s preferential parking permit districts.

METHODOLOGY
Walker partnered with the multimodal data collection company IDAX Data Solutions, who conducted Thursday and Saturday parking counts in the study area in July of 2022, on the 21st and 23rd, and in September 2022, on the 22nd and 24th. The July counts show summer parking demand, and the September counts show demand when Cal Poly University and Cuesta College are in session. The counts include an approximate inventory of spaces available in Preferential Parking Permit Districts and for each of the five public surface lots, three structures, and 157 block faces with on-street parking within the downtown study area. The on-street parking spaces were indexed by type, and included white curb, Figure 8: Yearly Total Traffic
Collisions in San Luis Obispo
Source: City of San Luis Obispo.

yellow curb, 30-minute, 2-hour, 4-hour, 10-hour, and unrestricted spaces. Occupancies in Downtown San Luis Obispo were recorded every two hours between 9:00 am and 9:00 pm. Street segments that were closed for the Thursday Farmers Market were also noted. The July observations also included physical descriptions of each vehicle parked in each space (length-of-stay analysis is attached). For the Preferential Parking Permit Districts, one occupancy count was conducted for each district within the district’s hours of enforcement.

DOWNTOWN PARKING SUPPLY
San Luis Obispo has approximately 2,721 public parking spaces within the downtown study area.

Approximately half of the spaces are on-street (1,344+ spaces), and approximately half are off-street (1,377+ spaces).

On-Street Parking Supply
Most on-street parking spaces downtown have
some type of restriction or time limit. The most
common restrictions are 2-hour and 10-hour time
limits. Spaces with a white curb are reserved for
passenger loading and have a 10-minute time limit,
and spaces with a yellow curb are reserved for
commercial loading and have a 30-minute time limit.

Some on-street spaces are designated for ADA use
only.

Table 1 shows the approximate breakdown of onstreet inventory by space type. In general, the white curb, yellow curb, 30-minute, and 2-hour spaces are
located in the center of the study area, along and
near Higuera Street, while unrestricted and 10-hour
spaces are on the edges of downtown. Figure 9 on
page 13 shows blocks containing each of these
space types. The ADA spaces are spread more
evenly throughout the study area.

Space Type Quantity
Unrestricted 50
10-Hour 469
4-Hour 14
2-Hour 513
30-Minute 148
ADA 28
White Curb—Passenger Loading 53
Yellow Curb—Commercial Loading 69
Total 1,344
Table 1: Downtown San Luis Obispo OnStreet Public Parking Inventory by Space Type
Source: IDAX, Analysis/Table - Walker Consultants, 2022.

Figure 9: Downtown San Luis Obispo On-Street Parking Supply by Space Type Source: Base Map – ESRI, Graphics - Walker Consultants, 2022.

Off-Street Parking Supply
Public off-street parking includes three multistory parking structures and five surface parking lots. Table 2 displays the approximate off-street inventory by facility.

Table 2: Downtown San Luis Obispo Off-Street Public Parking Inventory by Facility Source: Walker Consultants, 2022

DOWNTOWN PARKING UTILIZATION
This section shows how parking demand varies according to time of day and day of the week. It includes spatial analysis of demand throughout the downtown study area, analysis by off-street facility and onstreet space type, and turnover analysis for on-street and lot parking.

Overall Study Area Demand
A widely recognized best practice in parking management involves the comparison of actual parking utilization rates with an 85 percent occupancy threshold. When parking is 85 percent occupied, spaces are well-used—showing prices are not needlessly deterring people from driving to the area—but also still possible for drivers to find a space without cruising around waiting for another driver to leave, which results in increased emissions and traffic congestion. Utilization rates can be compared with this threshold at various levels of analysis—for individual block faces, specific parking space categories, or an entire area:
• In San Luis Obispo, overall parking occupancy for all on and off-street spaces in the downtown study area was almost always well below the 85 percent occupancy threshold in both July and September.
• During both observation months, both Thursday and Saturday parking demand was lowest at 9:00 am, reached a 1:00 pm lunch hour peak, fell slightly in the afternoon, and reached a second peak at 7:00 pm. The 7:00 pm peak was especially high on Thursdays, when the Farmers Market was held.

Facility Quantit
y
842 Palm Street Garage 415
919 Palm Street Garage 240*
871 Marsh Street Garage 577**
Lot 14 - Palm Street 79
Lot 9 - Monterey Street 25
Lot 10 - Nipomo Street 29
Lot 15 – Monterey Street 12
Total 1,377
*The 240 spaces include 192 public spaces and 48 spaces reserved for City and County Library employees.
** The 577 spaces include Lot 4 which is below the Marsh Street Parking Garage expansion.

• July and September utilization rates were similar, with most of the time-point utilization rates just slightly higher in July than September. Even at the peak period, the utilization did not exceed the recommended threshold.

On-Street and Off-Street Demand
Even when total parking occupancy is observed to be at or below the 85 percent threshold, efficient parking management requires understanding how evenly occupancy is spread across the study area and across different types of spaces. When occupancy rates are uneven, the City might respond by increasing prices in high demand areas, lowering prices in low demand areas, or improving signage and wayfinding so drivers know where parking is available. Maintaining availability of on-street parking is especially important to support local businesses, ensuring that potential customers interested in a quick trip are not discouraged from visiting due to a lack of convenient on-street parking.

Based on the data collected, San Luis Obispo has been effective in maintaining on-street parking availability downtown; on-street occupancy rates were lower than off-street occupancy rates for most of the day on both Thursday and Saturday in both July and September. The higher off-street occupancies are likely at least partially due to the free first hour of parking offered in garages as an incentive for visitors to park off-street.

Peak Period Parking Occupancies
Overall occupancy statistics can occasionally mask considerable variation that a more detailed spatial or space type analysis might reveal. Parking is most difficult to manage when demand is highest, and a detailed understanding of parking occupancies during peak conditions is necessary to identify potential issues and develop strategies to promote greater access. Walker examined the three periods of highest demand in greater detail, using data from the July and September observations to conduct the following analyses:
• Parking demand during the Farmer’s Market
• Weekday daytime parking demand
• Weekend peak parking demand
Parking Demand During the Farmer’s Market
Thursday 7:00 pm, July 21, 2022
The highest overall downtown parking occupancy (+2,174
vehicles) was observed on Thursday, July 21st at 7:00 pm:
• The parking supply was also reduced during this time, as several downtown streets were reserved for the Farmers
Market from 5:00 pm to 9:00 pm. Accounting for this
reduced supply, the overall utilization rate of downtown public parking was 86 percent during the 7:00 pm peak.
• Many facilities and street parking segments had utilization rates exceeding the 85 percent threshold, while other
facilities and street parking segments had utilization rates below this threshold.
• During this peak, off-street parking was more highly
utilized than on-street parking, with utilization rates of 92 percent and 78 percent, respectively.
• The on-street parking segments closest to the Farmers Market had the highest utilization, while greater availability was usually found two to four blocks away, such as on Palm Street, Toro Street, or the east end of Monterey Street.

Downtown SLO Farmer’s Market

• Certain on-street space types, including 30-minute spaces, Passenger Loading Zones, and Commercial Loading Zones, are created with the purpose of prioritizing turnover and ensuring availability. San Luis Obispo has succeeded in this goal; while the on-street utilization rate was 78 percent, the 30-minute spaces were 64 percent occupied, the white curb passenger loading zone spaces were 52 percent occupied, and yellow curb Commercial Loading Zones were 72 percent occupied.
o These space-types are reserved for very short-term stays, a passenger drop-off can happen in a minute or less a delivery in less than 20 minutes. Since data was collected at a “point in time” on the hour (at 2pm for example) and not during every minute on the hour, it is likely that data collection missed some of the vehicles parked in these locations. o The utilization rates for 2-hour, 4-hour, 10-hour, and unrestricted spaces were slightly higher, varying between 78 and 82 percent

Figure 10: Thursday 7:00 PM Heat Map—July 21, 2022
*919 Palm Street parking structure has 49 spaces reserved for City/County employees at all times.

Source: Walker Consultants, 2022

Table 3: Thursday 7:00 PM Utilization by Off-Street Facility—July 21, 2022 Facility Inventory Spaces
Available Occupancy Utilization
842 Palm St Garage 415 17 398 96%
919 Palm St Garage1 240 65 175 73%
871 Marsh St Garage2 577 6 571 99%
Lot 14 – Palm Street 79 4 75 95%
Lot 9 – Monterey Street 25 5 20 80%
Lot 10 – Nipomo Street 29 2 27 93%
Lot 15 – Monterey Street 12 5 7 60%
Total 1,377 103 1,274 92%
1 Includes 49 spaces that are reserved for City and County Library staff and are unavailable to the public. Of the 64 counted “Spaces Available” in this facility, 30 were actually reserved spaces. The utilization of public spaces only was approximately 82%.
2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.

Source: Walker Consultants, 2022.

Table 4: Thursday 7:00 PM Utilization by On-Street Space Type—July 21, 2022 Space Type Inventory Spaces Available Occupancy Utilization 30 Minute 122 44 78 64%
White Curb (10 min) 29 14 15 52%
Yellow Curb (30
min) 50 14 36 72%
2 Hour 423 88 335 79%
4 Hour 14 3 11 79%
10 Hour 467 82 385 82%
Unrestricted 50 11 39 78%
Spaces occupied
by Farmers Market
1 146 -- -- --
Total1
(excluding
occupied by
Farmers Market) 1,155 256 899 78%
1 The July data is missing four blocks of on-street spaces that were counted in the September observation, some of which were occupied by the Farmers Market.

Source: Walker Consultants, 2022.

Thursday 7:00 pm, September 22, 2022
As with the July counts, the highest overall downtown parking occupancy (+2,091 vehicles) from the September counts was observed on Thursday, September 22nd, at 7:00 pm:
• The parking supply was also reduced during this time, as several downtown streets were reserved for the Farmers Market from 5:00 pm to 9:00 pm, and several blocks, mostly on the east side of Marsh Street, were temporarily closed for construction. Accounting for this reduced supply, the overall utilization rate of downtown public parking was 82 percent during the 7:00 pm peak.

• Many facilities and street parking segments had utilization rates exceeding the 85 percent threshold, while other facilities and street parking segments had utilization rates below this threshold (see Figure 11).
• During this peak, off-street parking was more highly utilized than on-street parking, with utilization rates of 90 percent and 72 percent, respectively. Of the three public garages and five surface lots, two surface lots still had utilization rates below 85 percent. • The on-street parking segments closest to the Farmers Market had the highest utilization, with the exception of several segments of Monterey Street which had several spaces temporarily closed for construction. Greater availability was usually found two to four blocks away, such as on Palm Street, Toro Street, or the east end of Monterey Street (see Figure 11). • San Luis Obispo has succeeded in the goal of prioritizing turnover and ensuring availability of 30- minute spaces, Passenger Loading Zones, and Commercial Loading Zones; while overall onstreet utilization rate was 72 percent, the 30-minute spaces were 61 percent occupied, the white curb passenger loading zone spaces were 47 percent occupied, and yellow curb Commercial Loading Zones were 58 percent occupied.
• The utilization rates for 2-hour, 4-hour, 10-hour, and unrestricted spaces were slightly higher, varying between 64 and 78 percent.

Figure 11: Thursday 7:00 PM Heat Map—September 22, 2022 Source: Walker Consultants, 2022.

Table 5: Thursday 7:00 PM Utilization by Off-Street Facility—September 22, 2022 Facility Inventory Spaces Available Occupancy Utilization 842 Palm St Garage 415 58 357 86%
919 Palm St Garage1 240 34 206 86%
871 Marsh St Garage2 577 12 565 98%
Lot 14 – Palm Street 79 26 53 67%
Lot 9 – Monterey Street 25 0 25 100%
Lot 10 – Nipomo Street 29 0 29 100%
Lot 15 – Monterey Street 12 1 11 90%
Total 1,377 131 1,246 90%
1 Includes 49 spaces that are reserved for City and Library staff and are unavailable to the public. Of the 34 counted “Spaces Available” in this facility, 26 were actually reserved spaces. The utilization rate of public spaces only was approximately 96%. 2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.

Source: Walker Consultants, 2022.

Table 6: Thursday 7:00 PM Utilization by On-Street Space Type—September 22, 2022 Space Type Inventory Spaces Available Occupancy Utilization 30 Minute 129 50 79 61%
White Curb (10 min) 32 17 15 47%
Yellow Curb (30
min) 45 19 26 58%
2 Hour 421 91 330 78%
4 Hour 14 5 9 64%
10 Hour 449 107 342 76%
Unrestricted 50 13 37 74%
ADA 32 25 7 22%
Spaces occupied
by Farmers Market 195 -- -- --
Total
(excluding
occupied by
Farmers Market) 1,172 327 845 72%
Source: Walker Consultants, 2022.

Weekday Daytime Parking Demand
Thursday 1:00 pm, July 21, 2022
Weekday daytime was the second-highest overall downtown parking occupancy (+1,681 vehicles) from the July observations:
• The overall utilization rate was 63 percent, with utilization rates of 59 percent for on-street and 67 percent for off-street. Overall, off-street parking was available in most facilities (see Table 7).

• For on-street parking, San Luis Obispo again succeeded in achieving greater availability for 30- minute spaces, passenger loading zones, and commercial loading zones relative to other space types (see Table 8).
• Only unrestricted parking spaces were in short supply, with a utilization rate of 88 percent.

Table 7: Thursday 1:00 PM Utilization by Off-Street Facility—July 21, 2022 Facility Inventory Spaces Available Occupancy Utilization 842 Palm St Garage 415 133 282 68%
919 Palm St Garage1 240 38 202 84%
871 Marsh St Garage2 577 231 346 60%
Lot 14 – Palm Street 79 49 30 38%
Lot 9 – Monterey
Street
25 6 19 76%
Lot 10 – Nipomo
Street
29 3 26 90%
Lot 15 – Monterey
Street
12 4 8 70%
Total 1,377 463 914 67%
1 Includes 49 spaces that are reserved for City and Library staff and are unavailable to the public. 2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.

Source: Walker Consultants, 2022.

Table 8: Thursday 1:00 PM Utilization by On-Street Space Type—July 21, 2022 Space Type Inventory Spaces Available Occupancy Utilization 30 Minute 138 66 72 52%
White Curb (10 min) 44 28 16 36%
Yellow Curb (30
min)
67 48 19 28%
2 Hour 496 169 327 66%
4 Hour 14 3 11 79%
10 Hour 467 199 268 57%
Unrestricted 50 6 44 88%
ADA 25 14 11 44%
Total 1 1,301 533 768 59%
1 The July data is missing four blocks of on-street spaces included in the September observation.

Source: Walker Consultants, 2022.

Thursday 1:00 pm, September 22, 2022
The second-highest overall downtown parking occupancy (+1,569 vehicles) from the September observation dates also occurred at 1:00 pm on the Thursday. The September data displayed very similar patterns to the July data for Thursday at 1:00 pm, with slightly lower utilization rates. The overall utilization rate within the study area was 57 percent, with utilization rates of 56 percent on-street and 60 percent off-street. Overall, off-street parking was easily available in most facilities (see Table 9 on page 26).

Table 9: Thursday 1:00 PM Utilization by Off-Street Facility—September 22, 2022 Facility Inventory Spaces Available Occupancy Utilization 842 Palm St Garage 415 133 282 68%
919 Palm St Garage1 240 50 190 79%
871 Marsh St Garage2 577 323 254 44%
Lot 14 – Palm Street 79 46 33 42%
Lot 9 – Monterey Street 25 4 21 84%
Lot 10 – Nipomo Street 29 4 25 86%
Lot 15 – Monterey Street 12 4 8 70%
Total 1,377 564 813 60%
1 Includes 49 spaces that are reserved for City and Library staff and are unavailable to the public. 2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.

Source: Walker Consultants, 2022.

For on-street parking, there was again greater availability for 30-minute spaces, passenger loading zones, and commercial loading zones relative to other space types (see Table 10). No on-street space type had a utilization rate above the 85 percent occupancy threshold. The effective on-street inventory was slightly reduced as several block segments, mostly on the east side of Marsh Street, were marked as temporary “No Parking” zones during the September observations. Despite these temporary closures, ample on-street parking was still available.

Table 10: Thursday 1:00 PM Utilization by On-Street Space Type—September 22, 2022 Space Type Inventory Spaces Available Occupancy Utilization 30 Minute 148 79 69 47%
White Curb (10 min) 53 33 20 38%
Yellow Curb (30
min)
69 45 24 35%
2 Hour 513 205 308 60%
4 Hour 14 4 10 71%
10 Hour 473 196 277 59%
Unrestricted 50 11 39 78%
ADA 37 28 9 24%
Total 1357 601 756 56%
Source: Walker Consultants, 2022.

Weekend Peak Parking Demand
Saturday 1:00 pm, July 23, 2022
In July, the Saturday peak occurred at 1:00 pm, with 1,557+ vehicles parked in the downtown study area at this time:

• The overall utilization rate was 58
percent, slightly lower than the
weekday lunch hour peak.
• The on-street utilization rate was 50
percent, and the off-street utilization
rate was 66 percent.
• Several block faces and two surface
parking lots had utilization rates above
the 85 percent threshold, but overall,
parking was widely available both onand off-street at the 1:00 pm peak. • Saturday utilization was highest within
the parking meter zone, indicating that
many visitors preferred to pay for
parking rather than walk several blocks
to their destination, took advantage of
the free first hour of parking available in
structures, or were unaware that free
street parking was available on the
nearby outskirts of downtown.

Figure 12: Saturday 1:00 PM Heat Map—July 23, 2022
Source: Walker Consultants, 2022.

Table 11: Saturday 1:00 PM Utilization by Off-Street Facility—July 23, 2022 Facility Inventory Spaces Available Occupancy Utilization 842 Palm St Garage 415 133 282 68%
919 Palm St Garage1 240 86 154 64%
871 Marsh St Garage2 577 190 387 67%
Lot 14 – Palm Street 79 56 23 29%
Lot 9 – Monterey
Street 25 1 24 96%
Lot 10 – Nipomo
Street 29 1 28 97%
Lot 15 – Monterey
Street 12 2 10 85%
Total 1,377 469 908 66%
1 Includes 49 spaces that are reserved for City and Library staff and are unavailable to the public. 2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.

Source: Walker Consultants, 2022.

Table 12: Saturday 1:00 PM Utilization by On-Street Space Type—July 23, 2022 Space Type Inventory Spaces Available Occupancy Utilization 30 Minute 138 75 63 46%
White Curb (10 min) 44 32 12 27%
Yellow Curb (30
min) 67 57 10 15%
2 Hour 496 207 289 58%
4 Hour 14 12 2 14%
10 Hour 467 234 233 50%
Unrestricted 50 17 33 66%
ADA 25 17 8 32%
Total 1 1,301 651 650 50%
1 The July data is missing four blocks of on-street spaces included in the September observation.

Source: Walker Consultants, 2022.

Saturday 7:00 pm, September 24, 2022
Unlike in July, where the Saturday peak occurred at 1:00 pm, in September, the Saturday peak occurred at 7:00 pm, with 1,683+ vehicles parked in the downtown study area:
• The overall utilization rate was 62 percent.
• The on-street utilization rate was 51 percent, and off-street utilization rate was 71 percent (see Table 13 and Table 14).
• Many block faces, one surface parking lot, and two parking structures had utilization rates above the 85 percent threshold, but overall, parking was widely available both on- and off-street during the 7:00 pm peak (see Figure 13 on page 31).
• Saturday utilization was highest within the parking meter zone, indicating that many visitors preferred to pay for parking rather than walk several blocks to their destination, took advantage

of the free first hour of parking available in structures, or were unaware that free street parking was available on the nearby outskirts of downtown.

Table 13: Saturday 7:00 PM Utilization by Off-Street Facility—September 24, 2022 Facility Inventory Spaces Available Occupancy Utilization 842 Palm St Garage 415 4 411 99%
919 Palm St Garage1 240 29 211 88%
871 Marsh St Garage2 577 283 294 51%
Lot 14 – Palm Street 79 55 24 31%
Lot 9 – Monterey Street 25 16 9 36%
Lot 10 – Nipomo Street 29 0 29 100%
Lot 15 – Monterey Street 12 2 10 80%
Total 1,377 389 988 71%
1 Includes 49 spaces that are reserved for City and Library staff and are unavailable to the public. 2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.

Source: Walker Consultants, 2022.

Table 14: Saturday 7:00 PM Utilization by On-Street Space Type—September 24, 2022 Space Type Inventory Spaces Available Occupancy Utilization 30 Minute 148 75 73 49%
White Curb (10 min) 53 30 23 43%
Yellow Curb (30
min) 69 35 34 49%
2 Hour 513 200 313 61%
4 Hour 14 14 0 0%
10 Hour 473 267 206 44%
Unrestricted 50 19 31 62%
ADA 37 22 15 41%
Total 1357 662 695 51%
Source: Walker Consultants, 2022.

San Luis Obispo Access and Parking Management Plan Update-Existing Conditions Appendix I 28 Figure 13: Saturday 7:00 PM Heat Map—September 24, 2022 Source: Walker Consultants, 2022.

San Luis Obispo Access and Parking Management Plan Update-Existing Conditions Appendix I 29 SECTION 5: PREFERENTIAL PARKING

DISTRICT PARKING SUPPLY AND DEMAND
Parking Services also manages twelve Preferential Parking Permit Districts (PPPDs) in residential neighborhoods throughout the City.

PREFERENTIAL PARKING DISTRICT PARKING
SUPPLY
Observations revealed a total inventory of approximately 1,748 on-street parking spaces across these districts reserved for residents with permits. Table 15 shows the estimated inventory of unstriped spaces counted in each district.

Table 15: Inventory of Parking Spaces by Preferential Parking Permit District District Inventory
Alta Vista 1 197
Alta Vista 2 179
Anholm 68
College Highlands 229
Dana 58
Ferrini 26
Mission Orchard 62
Monterey Heights 413
Murray 41
Palomar 61
Park View 299
Tassajara 115
Total 1,748
Source: Walker Consultants, 2022.

San Luis Obispo Access and Parking Management Plan Update-Existing Conditions Appendix I 30

PREFERENTIAL DISTRICT PARKING UTILIZATION
Each PPPD has its own regulations. Many districts restrict non-permit holders from parking only during certain daytime hours, only overnight, or only on weekdays. In other districts, the restrictions apply at all times. Table 16 shows parking occupancy data for each district from the July 2022 observation dates, collected during hours when the district’s parking was restricted. The data show the utilization of on-street parking in each district and overall, as well as the share of parked vehicles in compliance with permitting requirements. Permit compliance was high, with an 81 percent compliance rate observed in both the July and September.

Table 16: Parking Spaces by Preferential Parking Permit District – July 2022 District Inventory Spaces
Available Occupancy Utilization
Occupant
vehicles
with
permits
Permit
compliance
rate
Alta Vista 1 197 146 51 26% 43 84%
Alta Vista 2 179 144 35 20% 18 51%
Anholm 68 48 20 29% 17 85%
College Highlands 229 147 82 36% 73 89%
Dana 58 49 9 16% 7 78%
Ferrini 26 21 5 19% 5 100%
Mission Orchard 62 41 21 34% 16 76%
Monterey Heights 413 340 73 18% 60 82%
Murray 41 27 14 34% 9 64%
Palomar 61 52 9 15% 8 89%
Park View 299 204 95 32% 77 81%
Tassajara 115 93 22 19% 19 86%
Total 1,748 1,312 436 25% 352 81%
Source: Walker Consultants, 2022.

In July, the utilization rates of available street parking in the preferential districts were consistently low, ranging from 16 percent in the Dana district to 36 percent in the College Highlands district, with a utilization rate of 25 percent across the twelve districts. As the map Figure 14 in shows, even when this data is disaggregated by individual block face, few blocks had street parking that was over 50 percent occupied.

San Luis Obispo Access and Parking Management Plan Update-Existing Conditions Appendix I 31 Figure 14: Preferential Parking Permit District Heat Map, July 2022 Source: Walker Consultants, 2022.

San Luis Obispo Access and Parking Management Plan Update-Existing Conditions Appendix I 32 Table 17 shows data from the September 2022 observations.

Table 17: Parking Spaces by Preferential Parking Permit District – September 2022 District Inventory Spaces
Available Occupancy Utilization
Occupant
vehicles
with
permits
Permit
compliance
rate
Alta Vista 1 197 52 145 74% 118 81%
Alta Vista 2 179 67 112 64% 88 79%
Anholm 68 36 32 47% 28 88%
College Highlands 229 80 149 65% 140 94%
Dana 58 46 12 21% 8 67%
Ferrini 26 13 13 50% 12 92%
Mission Orchard 62 36 26 42% 21 81%
Monterey Heights 413 225 188 46% 152 81%
Murray 41 24 17 41% 12 71%
Palomar 61 37 24 39% 15 63%
Park View 299 149 150 50% 121 81%
Tassajara 115 50 65 57% 43 66%
Total 1,748 815 933 53% 758 81%
Source: Walker Consultants, 2022.

In September, the utilization of available street parking in the preferential districts was somewhat higher, ranging from 21 percent in the Dana district to 74 percent in the Alta Vista 1 district, with a utilization rate of 53 percent across the twelve districts. As the map in Figure 21 on page 36 shows, when this data is separated by individual block face, some block faces did have utilization rates exceeding the 85 percent threshold, but even these highly occupied blocks almost always had at least one or two spaces available, and every district still had ample availability.

San Luis Obispo Access and Parking Management Plan Update-Existing Conditions Appendix I 33 Figure 15: Preferential Parking Permit District Heat Map, September 2022 Source: Walker Consultants, 2022

San Luis Obispo Access & Parking Management Plan Update-Existing Conditions AppendixI34 SECTION 6: PARKING DEMAND

CONCLUSIONS/KEY FINDINGS
• Parking demand followed very similar patterns in July and September, with slightly lower utilization observed during the September data collection. • For the study area as a whole, the parking utilization rate in the downtown core was always below the recommended
threshold of 85 percent. Even at
the peak demand hour, during
the Thursday Farmer’s Market,
downtown parking utilization did
not exceed this threshold, and
parking spaces were available.
• For several individual facilities
and block faces, parking did
exceed the 85 percent
threshold, especially during
peak hours.
• Outside of the Farmer’s Market,
the overall peak utilization rate
ranged from 54 percent to 63
percent.
• San Luis Obispo has been successful in encouraging people to park off-street in the downtown study area through parking rate strategies and marketing. • Time restrictions for loading zones, 30-minute, and 2-hour spaces have successfully resulted in greater availability of these high-demand spaces, relative to 10-hour and unrestricted spaces.
• Preferential parking district permit sales are high. Even though most (approximately 82 percent) of the available permits are sold, the utilization rate of street parking in preferential districts was observed to be relatively low, ranging from 25 percent in July to 53 percent in September. Of the vehicles observed parked in the districts during restricted hours, 81 percent displayed a valid permit.

Even at the peak demand
hour, during the Thursday
Farmers Market, downtown
parking was available, and
utilization did not exceed the
recommended 85 percent
threshold.

San Luis Obispo Access & Parking Management Plan Update-Existing Conditions AppendixI35 SECTION 7: PARKING MARKETING

MATERIALS AND METHODS
Parking Services uses a variety of marketing materials and methods to inform the public of existing programs and achieve their parking management goals. This section briefly documents the marketing and parking education materials currently distributed by the City. This inventory will help inform recommendations for improved, expanded, and wider-reaching materials as part of the strategies developed later in the project.

PARKING SUPPLY AS SELF-PROMOTION
The actual parking spaces and signage provided on-street, in public garages and lots, and on private land for businesses, institutions, and residences is the most apparent and direct marketing of parking options in San Luis Obispo. This can be analyzed objectively and subjectively. • Visibility and availability of parking
o Most of the parking in San Luis Obispo is unpaid. In downtown, on-street parking is controlled by a variety of multi-space smart meters and coin meters, each charging different rates. The curb is also marked for ADA parking, 10-minute loading, and other uses. Signs, curb paint, and other messaging helps describe each parking zone. The system is likely familiar and navigable for regular users.

But for infrequent guests and tourists – like visiting most new places – the parking restrictions may be hard to decipher and the payment systems confusing to operate.
o The City operates three publicly available parking garages in downtown.

Sometimes these blend public and permit-only spaces. The 919 Palm garage, for example, has a prominent Public Parking sign on the Palm Street side, and a permit-only employees parking entrance on the Morro Street side. The 842 Palm garage and 871 Marsh garage function similarly.
o Both public and private landowners provide off-street parking, which is typically free to the user. Businesses such as banks have off-street free lots that are signed for Customers Only, but it is unclear how strongly enforced those rules are. City Hall has an off-street lot for permit-only employee and fleet parking. Some destinations, such as downtown hotels, charge significant self-park or valet parking rates.
o Other major destinations such as Cal Poly run their own parking program, which controls parking supply and permitting, delivery zones, and curbside transit access across garages, lots, residences, event spaces, and other destinations. • Clarity about parking regulations, time limits, pricing, and enforcement o Ideally, customers can learn about the availability, price, and time restrictions before they pull into a space, lot, or garage. This helps people match their parking needs to the location they seek. The garages currently charge $1.50/hour (first hour free), though this rate is not always prominently displayed outside the garage.

On-street parking is split into three zones, charging between $1.25 and $2.00 per hour depending on proximity to the city center. While this zoning is easily seen on the City’s website, it likely isn’t at the forefront via signing or people’s mental map of downtown parking when they are looking for a space.
• User perceptions about the availability, navigability, and usability of the parking system.

San Luis Obispo Access & Parking Management Plan Update-Existing Conditions AppendixI36 o Peoples’ perceptions of parking supply and distribution don’t align with the facts about locations and utilization. Some users may experience consistent parking congestion if they regularly travel to busy areas. Other users may experience the opposite, an abundance of available parking in less busy districts. o People may be unaware of the variety of parking options; for example, always seeking on-street parking in front of a destination when a garage nearby may be lower cost and have more vacancy.
o In the residential permit districts, in addition to information available on the website, each residence is sent an annual mailed packet about permit purchasing options.

And the on-street signage describing the Residential Permit District locations and regulations serves as a form on advertising as well.

ONLINE PARKING SERVICES INFORMATION AND

PAYMENT
The City Parking Services website is
comprehensive in its description of parking
options. It describes the various parking districts
including downtown and residential areas and the
fees associates with each. The website provides
information on parking restrictions such as loading
and drop-off zones and describes the regulations
around ADA parking. The website also itemizes
information for specific uses, including parking for
electric vehicle charging, and for deliveries (including information about how locations may obtain loading
zone permits, and how to use the Yellow Zones for
deliveries lasting only a few minutes).

The website explains the City’s enforcement
practices, including enforcement hours, ticket rates,
street sweeping restrictions, how to pay citations, and what do to in case of broken payment machines. The
website also has a Frequently Asked Questions
(FAQ) section that provides answers to common
questions the average parking user may have. The FAQ provides information about Recreational Vehicle (RV) and large vehicle parking, citation payment procedures, how to establish residential permit districts, and Parking Services revenue and expenditures.

The Parking Services website also has a section describing other transportation options in the city, including descriptions of accessible destinations and links to walk maps, bike maps, and transit provider websites. Overall, the Parking Services website is thorough and readily navigable for anyone seeking parking and access information. However, there is a broader issue of informing people about the website and the reality that many parking customers travel about the city seeking parking at their destination without first consulting the website or other parking information. This is natural and expected user behavior; the City wouldn’t seek to change it, but only to explore ways to provide additional parking, transportation, and access information en route.

San Luis Obispo Parking Services Webpage Links
Source: City of San Luis Obispo

San Luis Obispo Access & Parking Management Plan Update-Existing Conditions AppendixI37 The several parking apps used by the City are another means through which to distribute information. The HONK, ParkMobile, Park Smarter, and paybyphone apps are all supported at the City’s smart meter locations on-street and in garages. For active account users, these apps allow quick and nearly one-touch payment via smartphone. The apps are usable at all 2-hour limit locations. Technology upgrades later in 2022 will allow expansion of the apps for use at all onstreet locations regardless of time limit. The apps ease the payment process, but currently have no functionality to direct people towards vacant spaces.

INFORMATION PACKET MAILINGS
In addition to providing information on the street and online, Parking Services shares information regarding certain parking passes and permits by mail.
• Employee and Customer Parking: As discussed earlier in the report, the City sells validated parking passes as a discount from the hourly rate for businesses to validate customer parking in any of the three garages. The City also sells quarterly parking passes available to downtown employees, allowing them daylong parking in any garage at a rate reduction from the typically hourly cost. The City promotes both these programs with an information packet sent to new businesses, offices, and multi-family development • Residential Parking Permit Districts: These districts restrict parking to residents and pre-registered guests in certain neighborhoods around San Luis Obispo. The regulatory signage posted in each district is the most prominent advertising, but each year the City government also sends direct mail to each residential address in the districts to inform them of the rules and methods for obtaining permits.

San Luis Obispo Access & Parking Management Plan Update-Existing Conditions AppendixI38 Attachment - Length of Stay Analysis
The observations conducted Thursday, July 21st included descriptions of each vehicle parked in each space. On downtown street segments with occupancy of at least 85 percent at the peak hour of the day, 213+ vehicles were observed at three consecutive time points during the day, in the same on-street or surface parking lot space and were classified as long-term parkers. This data was aggregated by street or lot to determine the shares of short-term and long-term parkers on each, and by space type, to determine the number of long-term parkers in short-term spaces (see table below). Some of the busiest downtown streets, including Higuera Street, Marsh Street, Monterey Street, Morro Street, and Palm Street, were especially likely to have long-term parkers in short-term spaces.

Table: Turnover Data by Street or Surface Lot—Thursday, July 21st, 2022 Street
Inventory on
busy segments
(85%+
occupancy)
Unique
vehicles
Percent of
short-term
parkers
Percent of
long-term
parkers
Number of long-term
parkers in short-term
spaces
Broad St 32 105 96% 4% 1
Carmel St 4 7 86% 14% 0
Chorro St 40 124 89% 11% 5
Garden St 27 91 95% 5% 1
Higuera St 48 163 89% 11% 18
Marsh St 74 192 86% 14% 12
Monterey St 37 114 92% 8% 9
Morro St 78 199 87% 13% 11
Nipomo St 54 147 85% 15% 2
Osos St 57 201 96% 4% 5
Pacific St 76 146 77% 23% 1
Palm St 71 144 91% 9% 7
Pismo St 11 24 71% 29% 0
Santa Rosa St 5 12 58% 42% 0
Toro St 13 33 100% 0% 0
Nipomo and
Palm St Lots
108 239 92% 8% 0
Source: Walker Consultants, 2022
Many of the long-term parkers were parked legally in 10-hour or unrestricted spaces, but 73 of the long-term parkers, or 34 percent, were parked in time-restricted spaces, including 64 vehicles parked long-term in 2-hour spaces, 5 vehicles in 30 minute spaces, 2 vehicles in white curb passenger loading zones, and 1 vehicle in a yellow curb commercial loading zone (see Table on the following page).

San Luis Obispo Access & Parking Management Plan Update-Existing Conditions AppendixI39 Table: Long-Term Parkers by Space Type—Thursday, July 21, 2022 Unrestricted
(Surface lots
and onstreet)
10 Hour 2 Hour 30 Minute
White
Curb
(10 min)
Yellow
Curb
(30 min)
ADA Total
53 87 64 5 2 1 1 213
25% 41% 30% 2% 1% 0% 0% 100%
Source: Walker Consultants, 2022

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 1 Case Study Appendix
Comparison cities were selected for their best practices in parking management and access, including how their parking programs are integrated with transportation demand management, and promote biking, walking, and transit. This section analyzes programs and policies across multiple settings, including commercial districts, mixed-use districts, residential areas, transition areas, and parking permit districts. The best practices highlighted in this section were drawn from the following collection of peer cities in the United States and abroad:
• Boulder, CO
• Sacramento, CA
• Ann Arbor, MI
• Portland, OR
• Rotterdam, the Netherlands
• Strasbourg, France
The City of San Luis Obispo already successfully employs many best practices for parking management, including the use of price differentials to balance demand between on- and offstreet parking, and core and peripheral areas. This section explores other successful practices that are helping communities manage parking and access and offers insight and guidance as the City of San Luis Obispo seeks to improve its current programs and consider new programs to help the broader City goals and initiatives. The case studies reveal how other practices might address needs and opportunities like those facing the City and might further integrate the Access and Parking Management Plan with the goals of the City’s other planning documents, including the modal split objectives central to the General Plan’s Circulation Element.

This section begins with brief information on each case study city and provides examples of how these cities have implemented parking and access strategies in the following categories:
• Employee parking demand reduction
• Area parking permit programs
• Pricing strategies
• Multimodal mobility measures
• Financial integration of parking programs and transportation demand management initiatives
• Communications

CASE STUDY CITIES
The following cities were selected for their best practices in access and parking management, and their progress toward mode share goals:

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 2 • Boulder, Colorado: Boulder has a population of approximately 104,000 residents, with a median age of 29. The city is home to the University of Colorado Boulder, which has an enrollment of approximately 33,000 students. Boulder has been awarded platinum-level status as a Bicycle Friendly Community by the League of American Bicyclists. It is served by the Regional Transportation District, which collaborates with the city.

Parking and Access Services manages approximately 2,500 downtown parking spaces on-street and in public garages and lots and administers the city’s neighborhood parking programs, as well as merchant validations and transportation programs for businesses and employees. • Sacramento, California: Sacramento has a
population of approximately 525,000 residents,
with a median age of 35. The city is home to
California State University, Sacramento, which
has an enrollment of approximately 31,000
students. Sacramento has been awarded
silver-level status as a Bicycle Friendly Community by the League of American Bicyclists.

It is served by Sacramento Regional Transit (light rail and bus lines) and has ZipCar rentals available. Parking Services is a division of Public Works and is responsible for managing over 4,000 single space smart meters, off-street parking structures and lots, temporary delivery zones, parking enforcement, and programs for businesses and employees. The city also contracts for management and enforcement of privately owned facilities.
• Ann Arbor, Michigan: Ann Arbor has a population of
approximately 122,000, with a median age of 28. It is home to the University of Michigan, which has approximately 45,000 students enrolled. Ann Arbor has been awarded gold-level status as a Bicycle Friendly Community. It is served by the Ann Arbor Area Transportation Authority (branded as “TheRide”). Downtown parking is managed by the Ann Arbor Downtown Development Authority (DDA) and consists of over 8,000 spaces, including metered on-street parking, eight public structures, and three surface lots. In addition to managing parking the DDA works on active transportation initiatives and travel demand management planning for employees and businesses, funded by parking revenues. The City manages eight residential parking permit areas. • Portland, Oregon: Portland has a population of
approximately 641,000, with a median age of 38. It is
home to Portland State University, with approximately
27,000 students. The city has been awarded platinumlevel status by the League of American Bicyclists and is served by TriMet buses, MAX Light Rail, and Portland
Streetcar. Parking is managed by the Portland Bureau of Transportation (PBOT). In addition to managing on-street parking and downtown SmartPark garages, the PBOT
administers the Area Parking Program, the business

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 3 parking permit program, and the Transportation Wallet program. The PBOT manages the Eastside Parking District and Northwest Parking District and oversees parking and transportation stakeholder advisory committees.
• Rotterdam, the Netherlands: The Dutch city of Rotterdam has a population of approximately 624,000. It is home to Erasmus University, with approximately 31,000 students
enrolled. The City is renowned for its bicycle culture, with 600 kilometers of bicycle paths. Bicycle use has increased by 60 percent over the last decade, and approximately 25 percent of residents cycle daily. Rotterdam is also well-served by the public transport company RET, which connects the city
through an integrated tram, metro, bus, and ferry system. The city manages on-street parking meters, off-street facilities, park-n-ride facilities on the city outskirts, resident parking permits, and “scan cars” for enforcement.
• Strasbourg, France:

Strasbourg has a population of
approximately 277,000
residents and is home to the
University of Strasbourg, with
approximately 47,000 enrolled
students. The city also has over
600 kilometers of bike paths
and is considered the most bicycle-friendly city in France. It is served by the low-cost bicycle rental service and by CTS, an extensive network of trams and buses. The city manages on-street parking meters, parking lots and structures, park-n-ride facilities on the outskirts. Street parking is organized into color-coded zones with distinct regulations, including special prices for residents.

EMPLOYEE PARKING DEMAND

REDUCTION
The case study cities offer a variety of employee-focused programs designed to decrease parking demand and increase multimodal mobility. Because many employees take the same commute to work every day, focusing on shifting the travel habits of commuters can be an effective way to progress toward mode share goals. Another reason commute trips merit particular attention is that workplaces are often centered in busy downtown areas. In high-density employment centers, reducing vehicle travel can be especially beneficial for preserving local air quality and allowing valuable downtown land to be repurposed for uses other than parking. Employee parking demand reduction strategies include parking cash-out, parking permit discounts for carpools, parking permit trade-in programs, and transit passes and other incentives. These programs can involve partnerships with downtown business associations, nonprofit organizations, and transit agencies.

EcoPass (Boulder, CO): In partnership with the nonprofit organization Boulder Transportation Connections and the Regional Transportation District, the City of Boulder incentivizes employers in certain districts to provide their employees with an “EcoPass” to encourage transit use. The EcoPass is an annual transit pass for unlimited regional, express, local bus and light rail service

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 4 throughout the Denver and Boulder regions. The pass is marketed to employers as a recruiting tool and way to support the quality of life in the community, as shown below.

Source: Boulder Transportation Connections, 2022.

Employers can purchase EcoPasses for their employees at a significantly discounted rate off the regular cost of monthly transit passes, but the passes must be provided to all employees. The City of Boulder reimburses 50 percent of the cost of the first year of an employer’s EcoPass contract and 25 percent the second year. In the Downtown and University Hill commercial districts, businesses receive free EcoPasses for their employees, funded by parking revenues generated in those areas. This program has successfully reduced single occupancy vehicle use; EcoPass holders were five to nine times more likely to ride transit than non-EcoPass holders.

Parking cash-out (Boulder, CO): Boulder Transportation Connections piloted a parking cashout program, which educated employers about mobility options and offered downtown employees the choice to accept the cash equivalent of employer-subsidized parking spaces. This program significantly lowered parking demand and single occupancy vehicle travel rates. Parking cash-out is already required for large California employers by law , but municipalities can dedicate funding toward expanding these programs or take steps toward their enforcement as part of the business license approval process.

GetDowntown Program (Ann Arbor, MI):

The GetDowntown Program is a partnership of
the Ann Arbor Area Transportation Authority
(TheRide), the Ann Arbor Downtown
Development Authority (DDA) and the City of
Ann Arbor. The program offers free services to
help create commuter plans for downtown
businesses, administers a VanRide program to
promote carpooling, provides transportation information and assistance, and hosts sustainable transportation events. One key initiative for reducing employee parking demand downtown is the go!pass, which, like the EcoPass in Boulder, provides downtown employees with free rides on all fixed route buses, as well as other benefits. TheRide also connects downtown with multiple parkand-ride lots in the area. Employers must pay a participation fee based on their total number of employees but then have the option to purchase as many passes as they would like. Figure 1 on page 5 shows how parking demand has decreased as go!pass usership has increased.

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 5 Figure 11: Hourly Parking Patrons and Go!Pass Holders in Ann Arbor, MI Source: State of the Downtown Report—Ann Arbor, Michigan, 2019.

Carpool Permit Discount (Sacramento, CA): To encourage carpooling, the City of Sacramento sells parking permits for public garages at a 25 percent discount when two or more downtown employees will travel together at least three days per week. To apply for a carpool permit, all members of the carpool must appear together at the time of application, and each must provide a copy of their photo identification, a paycheck stub to verify employment location, and proof of residency. City staff determine whether applicants reside within a reasonable proximity to the other carpool rider’s residence or travel route.

Alternative Mode Commuter Option (Sacramento, CA): Sacramento also offers discounted twelve-packs of daily parking passes for those who regularly use alternative modes of transportation (light rail, bus, bicycle, etc.), but occasionally drive to work. Offering parking by the day rather than by the month is a best practice for encouraging drivers to use other modes for at least some of their trips. While Sacramento still offers monthly passes in addition to the Alternative Mode Commuter Option, other places have switched to dividing the monthly permit fee into daily rates, as studies have shown car use is almost doubled where employees can pay monthly instead of daily.

Transportation Wallet (Portland, OR):

Businesses in Portland’s Northwest Parking
District and the Central Eastside Industrial
District can choose to trade in employee
parking permits for Transportation Wallets. The
Transportation Wallet is a collection of passes
and credits for use on transit, streetcar, bikeshare, e-scooters, and car-share.

Transportation Wallet is funded through
parking permit surcharge fees, set by the City’s
parking committees. The program uses parking revenues to promote behavior change and has removed approximately 2,400 parking permits from circulation through trade-ins for Transportation Wallets. Survey data has shown commuters who use the Transportation Wallet drive alone for approximately 25 percent of their trips, compared with a 57 percent drive-alone rate for commuters without Transportation Wallets (see Figure 2 on page 6). Portland also requires Transportation Demand Management (TDM) surveys for businesses that request 30 or

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 6 more parking permits, to encourage businesses to consider how else they might reduce parking demand and drive-alone mode share.

Figure 22: Drive-Alone Trip Rates with and without Transportation Wallet Source: Transportation Wallet 2020 Program Report

AREA PARKING PERMIT PROGRAMS
Programs that make parking permits available to people living certain neighborhoods help alleviate concerns of “spillover” parking demand from other nearby uses, since many residents are accustomed to relying on finding street parking available near their homes. It is possible to create parking permit programs that provide sufficient availability for area residents and align with the goals of the wider community. The following examples selected from the case study cities show strategies to ensure residential street space is used efficiently and highlight innovative ways of implementing parking permit programs, including program designs that align with and promote citywide mode share goals.

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 7

ALLOWING NON-RESIDENT PARKING IN

RESIDENTIAL PERMIT DISTRICTS
Cities often wish to reduce driving while still considering the needs of people who do want to drive and park without investing resources in expanding the existing parking supply. In some cases, where there is a large supply of on-street parking in residential areas, cities have created parking permits for residents while also allowing non-residents to park in the area, so that city resources are shared more efficiently and equitably among users.

Allowing Non-resident Paid Parking (Sacramento, CA): Non-residents may park in residential areas if they follow time restrictions or pay the meter. Residents are eligible for virtual permits tied to their license plate numbers, which exempt them from time restrictions and meter charges (see Figure 3).

Non-resident Commuter Permits (Boulder, CO): Like Sacramento, Boulder also allows non-residents to park in some Neighborhood Parking Permit zones, subject to posted time limits. Non-resident commuter permits allow commuters to park beyond posted time limits in these zones and are available on a limited basis for $105 per quarter. Each permit is limited to a certain block, chosen by the applicant based on availability. Figure 4 on page 8 shows a map of neighborhood commuter permit availability in Boulder. Permits for blocks with the most convenient access to the University of Colorado Boulder are especially in demand, but the limit on the number of permits per block can help ensure some parking remains available for residents of the permit neighborhoods.

Source: City of
Sacramento
Figure 33: Sacramento
Residential Permit
Parking Area Signage

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 8 Figure 44: Neighborhood Commuter Permit Availability Map Source: City of Boulder, 2022
Virtual visitor permits (Sacramento, CA and Rotterdam, the Netherlands): Many cities with parking permit programs have some allowance for
temporary visitor permits. In Sacramento,
residential permit holders can conveniently access
an online portal at any time to order 24-Hour
temporary parking permits. Residents may order a
maximum of ten permits per month, per address.

The City of Rotterdam has a similar program,
allowing residential permit holders to register
visitors through a phone app. In Rotterdam, there
is no limit to the number of visitors permits a
resident may order, but there is a charge of € 1.50
per five hours.

Allowing Parking for Car-Share Members
(Strasbourg, France): To encourage car sharing
Car-share vehicle parked in Strasbourg,
France
Source: YeaCitiz, 2022

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 9 and encourage more residents to live without owning a vehicle, Strasbourg makes parking in residential permit zones available to car-share vehicles. Many car share services require vehicles to be returned to the same spaces where they were originally parked within a specified time frame, but the Citiz car share service in Strasbourg offers additional flexibility for certain vehicles, which can be rented without specifying the return time, then left in any parking space within the City’s perimeter.

USING PARKING PERMIT REVENUE TO

SUPPORT ALTERNATIVE MODES
When their residents support citywide climate, mobility, and equity goals, some cities are starting to see their area parking permit programs as one element of a larger transportation system that also includes more sustainable modes of travel, including active transportation and shared mobility options. When parking is seen as part of this larger system, parking management solutions often go beyond simply providing available parking for those who need it. Forwardthinking strategies can also help to improve overall access and gradually move toward a transportation system in which sustainable travel options are more attractive than single occupancy vehicle use.

Boulder, CO: The City of Boulder plans to gradually increase the cost of neighborhood parking permits and reinvest the eventual surplus in mobility options (including a residential version of the EcoPass program discussed on page 2, above) for neighborhood residents and commuters.

Portland, OR: On top of the base cost of a residential parking permit, Portland includes a $120 surcharge which goes toward transportation demand management initiatives, including the Transportation Wallet program. In consideration of social equity, the surcharge is waived if an applicant makes below 80 percent of the area’s median household income. Figure 5 shows the number of parking permits purchased has steadily decreased as the cost of the area parking permits has increased since the launch of the Transportation Wallet program.

Figure 55: Yearly Parking Permit Prices and Sales in Portland Area Parking Permit Districts
Source: Transportation Wallet 2020 Program Report.

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 10

AREA PARKING PERMIT RESTRICTIONS
Cities interested in reducing single occupancy vehicle use have developed other restrictions for area parking permits beyond simply increasing the cost of the permit. Many cities have clear requirements regulating the establishment of new permit districts based on occupancy observations. Others have further restrictions on permit eligibility.

Portland, OR: New residential parking permit districts are permitted only if at least 75 percent average occupancy is observed at least four days a week, nine months per year and at least 25 percent of parked vehicles have no connection to area residents or businesses. The Portland Bureau of Transportation (PBOT) conducts the occupancy counts.

Rotterdam, the Netherlands: Out of concern for environmental demands, residential parking permit applications are accepted only if the applicant’s home or residence within the permit zone does not have a garage or private parking. The parking department verifies notes in a City register if a residence has a garage or private parking. The City continues to inventory if a residence has on-site parking. This information will be registered for all new developments.

PRICING STRATEGIES
A widely recognized best practice in parking management involves setting prices based on observed demand. In practice, this can involve the comparison of actual parking utilization rates with an 85 percent occupancy threshold. When parking is 85 percent occupied, spaces are wellused—showing prices are not needlessly deterring people from driving to the area—but that it is also still possible for drivers to find parking without cruising around waiting for another driver to leave. Several of the case study cities use demand-based pricing and other pricing strategies, a strategy the City of San Luis Obispo in in the early stages of implementing:

Occupancy-based price increases (Sacramento, CA): The City of Sacramento does not programmatically lower prices when occupancy is low, but it does increase rates when occupancy is high, until 85 percent or below occupancy is achieved. This one-directional strategy may not result in as efficient use of the City’s existing parking, but it could be more effective in increasing public revenue, freeing land for other uses, and achieving mode share goals. Sacramento has several off-street facilities with different price structures for evening and weekend parking.

Occupancy-based paid parking introduction (Rotterdam, the Netherlands): Rotterdam uses occupancy thresholds to determine where paid parking should be introduced. If occupancy is over 60 percent and new housing will be developed, paid parking is introduced, if not already in place.

In other neighborhoods, paid parking is introduced when occupancy is over 85 percent. Rotterdam uses three tiers of pricing. Established rates vary by zone and time of day. In the past, the city made regular adjustments based on occupancy. Now, Rotterdam is more interested in deterring parking and gradually returning on-street parking spaces to the public realm for other uses.

Paid parking area expansion based on climate and mode-share goals (Strasbourg, France):

Strasbourg’s pricing strategy is more focused on achieving climate and mode share goals than on optimizing the use of existing parking. In general, the pricing scheme is still designed so that inner-city curbside parking is the most expensive and the peripheral public off-street lots are the least expensive, which encourages people to park on the outskirts of the City and take transit to the center. In addition, Strasbourg expanded its paid parking area even without citing occupancy as justification, as the city was more interested in reducing vehicle use. When Strasbourg

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 11 increased its paid parking area by 2,500 spaces between 2007 and 2008, a walking survey focused on the inner city revealed that there was an 11.5 percent increase in walking.

Tier-based pricing (Sacramento, CA): Another feature of parking pricing in Sacramento is that on-street parking has a tiered-based rate system. There are four zones with rates ranging from $1.75 to $3.75 per hour depending on location and length of stay. For example, in Zone 1, the base hourly meter rate is $1.75, and increases to $3.00 in the second hour, and $3.75 per hour for three or more hours. Special event parking within three blocks of the Golden 1 Center charges a flat rate of $18.75 for activities exceeding 15,000 expected attendees. Figure 6 summarizes the tier-based pricing system in Sacramento.

Figure 66: Tiered On-Street Parking System Rates in Sacramento, CA Source: City of Sacramento.

MULTIMODAL MOBILITY MEASURES
Direct parking management strategies can help improve access for drivers. A holistic approach to improving access also means implementing indirect parking management strategies to make walking, biking, and shared mobility more attractive and accessible transportation options. As a

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 12 complement to their parking management programs, the case study cities have taken measures to make their streets friendlier to pedestrians and bicyclists.

BOULDER, CO
Free secure bicycle parking: In addition to providing bicycle racks throughout the city, Boulder offers free secure bicycle parking in its off-street parking structures and provides free bicycle lockers at its park-n-ride lots and at the Downtown Boulder Transit Station.

Mobility safety fines: Parking violations that impede mobility safety, such as parking in a bike lane, carry an additional penalty, and fines increase to $65 or more.

EcoPass and NECO Pass: As
discussed above, Boulder supports
awareness and use of multimodal
mobility options by subsidizing and
providing staff support for the employeefocused EcoPass and residentialfocused Neighborhood EcoPass (NECO Pass) programs. When a neighborhood
association applies for NECO Passes,
the City provides a 50 percent subsidy
the first year of the program and
subsidizes between 33 and 39 percent
each subsequent year, depending on the
share of affordable housing units in the
neighborhood. Figure 7 shows the
NECO Pass neighborhoods.

Sacramento, CA
The vision and guiding principles
expressed in Sacramento’s general plan
state that bicycle, pedestrian, and transit
options should be prioritized over
automobiles. In addition to eliminating parking
minimums and introducing parking maximums,
Sacramento is pursuing various strategies to support more multimodal access, including:
• Parking-protected bike lanes: In Sacramento, a survey revealed approximately 60 percent of people were interested in traveling by bicycle but were concerned about riding next to moving traffic. In response, the City has decreased the number of traffic lanes on some streets from three to two, making space for bicycle lanes buffered by parallel parking.
• Making room for transit lanes: Based on findings that dedicated transit lanes can improve bus reliability by 25 percent, Sacramento plans to remove parking spaces to make for dedicated lanes to improve the system for transit riders and encourage more residents to take public transportation.

Figure 77: NECO Pass Neighborhoods in Boulder
Source: City of Boulder.

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 13 Ann Arbor, MI
The City of Ann Arbor is becoming a leader in
planning for multimodal mobility. In addition to
promoting transit use through the getDowntown!
program, the City is partnering with the Ann Arbor
Downtown Development Authority (DDA) to
implement a “People-Friendly Streets” program.

The overarching goals of this program are
designed to make streets more welcoming to
pedestrians and cyclists, and include the
following: improving safety and comfort,
promoting green design, increasing connections,
promoting affordable and inclusive community,
and enhancing enjoyment and interest. Specific
actions taken include:
• Repurposing parking lanes from one side
to create more space for bikeways and
pedestrian passings
• Using parking lanes to separate bike lanes
from the roadway
• Creating bike turn boxes at traffic lane
heads to improve safety at signalized intersections
• Introducing advisory bike lanes on residential streets • Completing a bikeway link to the local university
• Reconfiguring traffic lanes to accommodate temporary pedestrian and bicycle facilities Bicycle traffic increased dramatically upon installation of the temporary bike lanes on average among all sites after deployment. The Thursday, Friday, and Saturday changes in bicycle traffic were increases of 54 percent, 60 percent, and 93 percent, respectively. The City has also launched a website explaining the purpose of the new bicycle infrastructure with summary sheets and instructional videos explaining how to use it. Figure 8 on page 14 displays information from a summary sheet of the William Street Bikeway project, completed in 2019.

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 14 Figure 88: Example Ann Arbor’s People-Friendly Streets
Rotterdam, the
Netherlands
Rotterdam was once a
car-centric city, but
beginning in the 1990s,
policymakers, citizens
and researchers in the
community developed
an agenda for transition,
and the city has
gradually shifted toward
more sustainable
mobility. The “Rotterdam
Mobility Approach” aims
to give active and
healthy mobility (walking
and cycling) more space
and to create a healthier,
greener, and more
attractive city. Figure 9
shows how Rotterdam’s
interventions have already led to increased public transport and bicycle use and decreased vehicle use, and how these trends are expected to continue. Elements of Rotterdam’s approach include:
• Creation of more bike lanes, walking areas, bike parking, terraces, and green areas by repurposing parking spaces (3000 spaces were repurposed between 2016 and 2020). • Response to the increase in resident demand for shared mobility services:
o Car share, bike share, and public transit services are integrated into one digital platform.
o Shared electric bicycles, scooters and cars can be rented anywhere in town.

Source: Ann Arbor DDA.

Figure 99: Rotterdam Mobility Transition Projection

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 15 • Parking is located on outskirts of downtown, and visitors can take transit into the city center.

Strasbourg, France
Like Rotterdam, Strasbourg has been interested in improving pedestrian and bicycle infrastructure and decreasing reliance on automobile use since the 1990s. Initiatives Strasbourg has taken include the following:
• Removing 1,980 on-street parking spaces to repurpose the space for street beautification, dedicated cycling paths, and improved pedestrian infrastructure (relocating the spaces to four off-street garages).
• Providing 1,623 free secure bicycle parking spaces at seven garage facilities throughout the city. The parking lot at the Strasbourg train station also has a bicycle repair workshop, a spare parts dispenser, and battery recharging lockers for electric bicycle batteries.
• Supporting the development of a multimodal Mobility pass (“Pass Mobilité”) that offers a bundle of services, including access to the bus, tram, bikesharing services, car-sharing services, bicycle parking facilities, and park-n-ride lots.

There are two pass options, with price differentials for users who plan to use bike and car share services frequently or only occasionally. There are also different rates for youth, adults, and senior citizens. Interested individuals must apply for the pass on their own, but employers are required to reimburse 50 percent of the cost.

As Figure 10 on page 16 shows, Strasbourg began making progress toward becoming a more multimodal city between 1977 and 2009. Since then, the City continues to experiment with pilot projects and policy initiatives to achieve climate goals and become more pedestrian and bicyclistfriendly. For example, the city launched a Limited Traffic Zone pilot program from June to November of 2022, allowing only certain categories of vehicle users access to streets within the zone shown in Figure 11 on page 16 between the hours of 6:00 a.m. and 11:00 a.m.

Strasbourg Multimodal Mobility Pass
Source: Mobility Pass Press
Release, 2014.

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 16

FINANCIAL INTEGRATON OF PARKING

PROGRAMS AND TRANSPORTATION

DEMAND MANAGEMENT INITIATIVES
As mentioned briefly earlier in this section, several of the case study cities use parking revenue to support transportation demand management initiatives that reduce parking demand. This is a best practice, and cities will benefit from seeing the transportation system as a whole rather than managing and planning for each mode of travel separately. Gradually redirecting not only street space, but also financial resources toward sustainable travel will help cities progress toward their mode share goals. The following cities use parking revenues to advance environmentally-friendly transportation options:
• Portland, OR: Parking permit surcharges support transportation demand management and help subsidize the Transportation Wallet program. Portland also charges a “Parking Climate and Equitable Mobility Transaction Fee of 20 cents” per public parking transaction to further transportation demand management initiatives. • Boulder, CO: Parking revenues also pay for transportation demand management initiatives in Boulder, including the EcoPass and NECO Pass. • Ann Arbor, MI: The parking system supports itself through parking revenue, and also funds other transportation initiatives such as the go!Pass, the getDowntown program, and supplemental service on public transit routes.
• Strasbourg, France: Strasbourg changed its structure from Parking Enterprise (internal circular funding, where parking fees pay for the cost of the parking program) to instead direct parking revenues toward public transit.

Source: Europe’s Parking U-Turn: From Accommodation
to Regulation, ITDP, 2010.

Source: City and Eurometropolis of Strasbourg, 2022.

Figure 1011: Strasbourg Mode Split, 1977 and 2009 Figure 1110: Strasbourg Limited Traffic Zone

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 17

COMMUNICATIONS
Cities often make significant investments in transportation infrastructure and develop thoughtful programs to help encourage sustainable travel and make the transportation system run more smoothly. Equally important are communications strategies that increase awareness of the many transportation options available. The case study cities employ a variety of practices to help people understand the reasoning behind new City policies, plans, and programs and to make transportation decisions:

SmartTrips New Movers program (Portland,
OR): Portland’s Bureau of Transportation
provides individualized transportation
information by mail and email to new and
relocating residents, based on research
demonstrating people may be more
receptive to new information and more
willing to adopt new habits in a “changed
decision” context, such as after a relocation.

Portland purchased a mailing list based on
the U.S. Postal Service's National Change
of Address database and sent “order forms”
offering residents 30 different types of free
resources—such as walking maps, bicycle
routes, carpooling information, and transit
schedules—that they could choose from.

Program staff later followed up with the new
residents by phone and email. As shown in
Figure 12, SmartTrips New Movers has
reduced new residents’ drive-alone trips by 5 to 8 percent and increased the share of their trips taken by sustainable modes of travel.

SmartPark garages (Portland, OR): Portland has “SmartPark” garages with sensors to detect occupancy, and signs display the number of spaces available. This can reduce perceptions of a parking shortage, and drivers will not waste time circling for parking if a garage is full.

SmartTrips (Portland, OR): Portland SmartTrips provides tools and resources to help residents learn how to travel on foot, bike or transit. Every year, the program sends information via mail to residents. An example of the mailer is included as an Attachment.

People-friendly streets program messaging (Ann Arbor, MI):

The program webpage shares project updates, provides visually appealing graphics explaining new infrastructure, and shares educational videos, such as William Street Bikeway 101, How Advisory Lanes Work and The Importance of Protected Bike Lanes.

Communications campaigns (Strasbourg, France): Strasbourg has run several communications campaigns related to sustainable transportation. The “Ecomobilité” campaign challenged car dependence with active transportation posters, brochures, and other messaging Figure 1212: Drive Trips Reduction for SmartTrips
Participants, 2014-2019
Source: Portland Bureau of Transportation
SmartPark garage sign
Source: Portland Bureau of Transportation

San Luis Obispo Access and Parking Management Plan Update-Case Study Appendix I 18 throughout the city. The “Priority to our Quality of Life” campaign included public discussions and pamphlets explaining the reasoning for the expansion of the paid parking area. Public campaigns and posting published materials in the public realm can reach a wider audience than relying primarily on web pages to relay information.

CONCLUSION
The practices presented in this section have helped the case study cities improve the quality of life for residents and make substantial progress toward their climate and mode share goals. The six cities exemplify a visionary approach to long-term planning for parking and holistic access, and their success stories provide lessons that can help other communities chart a path forward.

Key findings from this report include:
• There is significant potential to reduce employee parking demand through partnerships with transit agencies and downtown business associations. • Some residential area parking permit management include options for non-resident parking to ensure city resources are shared more efficiently and equitably among users. • Demand-based pricing strategies can help ensure access and availability. • Multimodal mobility strategies are an important complement to direct parking management.
• Dedicating more street space to multimodal infrastructure results in more people walking, biking, carpooling, and using public transit.
• Parking revenues can be used to support transportation demand management initiatives that reduce parking demand.
• Successful communications can increase awareness of and support for parking and access programs.


 

 



 





 





 


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San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 1
Community Outreach and
Engagement Appendix
The following section summarizes community and stakeholder outreach and engagement conducted over the course of the Access and Parking Management Plan Update. These touchpoints occurred from September to December 2022 using a variety of methods including:
x Fourteen separate stakeholder interviews with participants including California Polytechnic University staff and students, City staff, the downtown business association, neighborhood groups, and housing provider organizations. x An online survey in English and Spanish conducted in September 2022, which was completed by 297 people, asking about their transportation needs and patterns. x One community virtual town hall conducted in September 2022, attended by 22 people, to present early ideas and hear from people about their access and parking concerns and aspirations.
x One online poll conducted in December 2022, completed by 216 people, seeking their input on draft strategies for potential inclusion in the Access and Parking Management Plan.

Some of the key points made by participants include:
x General support for active transportation facilities and improvements, especially as many people believe the bike network to be incomplete, sidewalks to have gaps, and transit service to be insufficient for many trip types. x Many people expressed confusion about the current range of parking prices, locations, and regulations making it unclear where they could park and for how long. x Strong support for the APMP boosting efforts to achieve the reduced car travel mode share goals of San Luis Obispo’s General Plan and the carbon emissions reductions goals of the Climate Action Plan.
x Interest from many people about revising parking requirements of development projects – while this is not in the APMP’s purview, it is useful to be aware of this area of concern.
x While many people were skeptical that car trips from outlying areas to Downtown could be reduced, people were enthusiastic about options to “park once” and walk, bicycle, and use transit around the core areas of San Luis Obispo. x Support for improving parking and transportation wayfinding to make it easier to find available parking and to navigate to Downtown destinations. x Equity in transportation options was a major theme, with many people supporting strategies to charge more for parking for tourists and nightlife visitors while trying to maintain lower-cost parking options for Downtown employees who may have no other transportation options, especially late at night.
x Respondents to the December 2022 online poll overall support some opening of permit parking districts to non-permit holders so long as availability for resident parking can be maintained.
x Among respondents to the December 2022 poll, improving and adding bikeways, improving sidewalk connections, and adding secure bicycle parking were the top

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 2
three selections for encouraging people to walk, bike, roll, or use transit around San Luis Obispo instead of driving.
x A plurality of December 2022 survey respondents were uninterested in discounted 10- pass daily parking permits being added as a parking payment option. However, nearly a third (32.9%) of people were interested, which shows promise that such a program could have a customer base.

This input influenced the way this Plan Update seeks to balance transportation modes and needs across different users, and to remedy inefficiencies and uncaptured costs in the parking system without then putting an undue cost and inconvenience burden on those people who are most dependent on cars to get around San Luis Obispo. Equally, through this outreach the team learned more about people who need a viable transit system and walking and biking routes to meet their daily needs and seeks to offer specific recommendations for improving those ways of traveling.

STAKEHOLDER INTERVIEWS
The Project Team conducted one-on-one and group interviews with city stakeholders including those from California Polytechnic University’s student organization and campus transportation and facilities managers, representatives from Residents for Quality Neighborhoods and Save Our Downtown, City of San Luis Obispo staff, and Downtown SLO, and others1 . The people typically
had deep and long-term knowledge of area access and parking issues and could help us understand the experiences of students, residents, downtown employees, tourists, and City staff in accessing the city and operating mobility services. Stakeholder interviews were conducted inperson unless noted otherwise.

California Polytechnic University (8/31/22)
Meeting #1
x Courtney Kienow, Director of Public Relations
Meeting #2
x Michelle Crawford, ASI Executive Director
x Gracie Babatola, ASI President
x Marirose Evenden, ASI Board Chair
Meeting #3
x Marlene Cramer, Director of Transportation and Parking Services x Anthony Palazzo, Executive Director Facilities Planning and Capital Projects Residents for Quality Neighborhoods (8/31/22)
Meeting #4
x Brett Cross, Sandra Rowley, Carolyn Smith, Paul Allen, Sharon Whitney, Karen Adler City of San Luis Obispo (9/1/22)
Meeting #5
x Rachel Cohen, Senior Planner
Meeting #6
x Adam Fukushima, Active Transportation Manager
1 R.A.C.E. Matters SLO and SLO Climate Coalition did not respond to requests for interviews, and Housing Authority of San Luis Obispo (HASLO) declined to participate when contacted about participating in stakeholder interviews.

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 3
Meeting #7
x Derek Johnson, City Manager
Meeting #8
x Matt Horn, City Engineer
Save Our Downtown (9/1/22)
Meeting #9
x David Brodie, Co-founder
Downtown SLO (9/2/22)
Meeting #10
x Stephanie Stackhouse, President of the Board of Directors x Whitney Chaney, Program Director
x Shannon DalPorto, Operations & Public Space Manager
Downtown SLO (9/19/22)
Meeting #11 (virtual meeting)
x Bettina Swigger, CEO
City of San Luis Obispo (10/13/22)
Meeting #12 (virtual meeting)
x Shelly Stanwyck, Assistant City Manager
x Beya Makekau, Diversity, Equity, and Inclusion Manager Downtown SLO (12/6/22)
Meeting #13 (virtual meeting)
x Bettina Swigger, CEO
People’s Self-Help Housing (12/12/22)
Meeting #14 (virtual meeting)
x Anna Miller, Chief Operating Officer
x Jane Renahan, Property Manager
Stakeholders Interview Summary
x Key Concerns
o What is the future of the parklet program and tradeoffs compared to more durable streetscape improvements?
o A general concern about the cost and complexity of parking options, especially for long-distance employees
o Many stakeholders lament the lack of non-drive options for many trip types and users
o How does CalPoly impact on parking, transportation systems, and use of mobility routes?
o What will be the result of the various permit system changes, parking fee increases, garage entry monitoring updates, and other program updates? Will this eliminate any of the parking affordability efforts and subsidies the City has created? x Active transportation mode share, and emissions reduction goals will resonate strongly with Council. Try to link recommendations to fulfillment of these outcomes.

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 4
x Engage additional audiences and community members in the project process, especially underserved and underrepresented people, who may have some of the most challenging transportation circumstances in SLO.
x Leverage and emphasize priority projects from the Active Transportation Plan to better align APMP updates with other citywide and location-specific investments, policies, and infrastructure. This includes looking for priority access active routes and bolstering City goals for reducing drive-alone vehicle travel and reducing greenhouse gas emissions. x Seek to better understand who is using parking districts (especially in the CalPoly) area, where any violations typically occur, and if changes to permit availability, cost, and enforcement are needed.
x Seek more clarity about downtown parking pricing, availability, and time limits. The current regime is sometimes confusing, both to find parking and for customers to easily comprehend recommendations.
x Look for opportunities to link CalPoly and Downtown with non-driving modes. x Consider the impacts of downtown growth (especially planned-for housing) on parking demand and overall active mobility.
x Seek to diversify SLO Transit ridership beyond primarily CalPoly students in order to capture more commuters and visitors.
x Consider if long-term streetscape improvements are more viable for downtown enjoyment than the parklet program. Some people stated they find the parklets useful but a detraction from downtown character and favor instead more durable street designs. x Support for permanent street closures is mixed and somewhat weak, while they more strongly support street design improvements.
x Numerous stakeholders note the challenges of supporting commute and travel options for agriculture workers, who have highly varied work shifts and locations. There may be potential to boost ridesharing among this population.

VIRTUAL TOWN HALL
The Project Team of City of San Luis Obispo and Walker Consultants staff facilitated a virtual town hall through the City’s Zoom account. The event was advertised on the City’s website, press release, through word-of-mouth, via frequent social media posts, and print flyers handed out to downtown businesses. The event was timed to overlap with the online community survey, which ran for several weeks prior to the town hall. The event was scheduled to occur near the end of the Investigation and Data Collections phases of the project (during which the team collected parking occupancy data, conducted stakeholder interviews, and ran field tours to document existing access and parking conditions and needs) and just before the Draft Strategies phase of the project was set to kick off.

FORMAT
The event ran from 6:00-8:00pm on September 21, 2022, virtual via Zoom videoconferencing.

The content was a blend of presentation, live polling using Mentimeter (an online presentation software that provides slideshows and real-time polling of participants with responses displaying on screen for all to see), and breakout group discussion. The full results of the Mentimeter are attached to this report as an Attachment. During the first 50 minutes of the event, the Team presented the project background, parking data findings, and field observations; this was interwoven with pop-up poll questions to the audience about travel patterns and access concerns.

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 5
Following this, for approximately 25 minutes, the attendees were split into four breakout rooms, each facilitated by a Walker staff person. Each room held between four to six community members, who were prompted to discuss ideas for improving access and parking to Downtown SLO. This was followed by everyone returning to a single group to report back. The report back concluded at 7:30pm, after which Project Team staff briefly reviewed Next Steps in the project.

Community members were then invited to stay until 8:00pm if they had any topics for further discussion.

Figure 1 Screenshot of the September 2022 Virtual Town Hall

COMMUNITY INPUT GATHERED
Twenty-two community members attended the event. Approximately 17 were able to participate in Mentimeter online voting. Several attendees noted that they had neither video nor audio functionality, and thus were limited in their participation.

Key findings include
x Participants primarily travel by personal vehicle, walking, bicycle, or public transportation. x Many of the participants were employees of downtown businesses and thus offered insights about daylong parking needs and early-morning or late-evening transportation needs.

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 6
x Other respondents visit Downtown to dine, shop, attend events, and use recreation facilities.
x When asked what ideas come to mind regarding access and parking in Downtown San Luis Obispo, many responded negatively, saying: confusing, expensive, car-centric, bad transit.
x Respondents largely favored creating space for active mobility and transit, outdoor gathering spaces, and goods delivery over space for parking and strict vehicle movement. x Respondents favor tactics to improve directional signage to parking, create more pickup and dropoff curbside space, charge more for parking in the busiest areas, and creating more shared parking agreement spaces.
x Respondents favor tactics to Improve sidewalk conditions and connectivity; Improve public transportation frequency and route options; provide cash benefits to downtown employees who don’t drive alone to commute; construct more quality bike lanes; build more residential and commercial uses in downtown, which makes destinations closer by; and add more bike parking racks.
x During the free comment period, respondents expressed ideas around these (and other) topics:
o Improving transit service and frequency
o Boosting bikeway connections
o Keeping first hour parking free to encourage business activity o Better parking efficiency and user-friendliness
o Support for parklets and gathering/commercial zones
o More use of pickup and drop-off zones
o Preserve driving/parking as an option for those who need it, but don’t prioritize and incentivize it
x Key points raised during breakout discussion groups included:
o Confusion and upset over the switch to parking enforcement extending to 9:00pm (from 6:00pm previously) and a concern that it drives away customers and latenight diners. o A lack of non-driving options, especially for those who live far away and/or may have late-night-ending shifts, such as employees of restaurants o A need for more education and outreach to businesses about transportation options, including transit passes and employee parking permits o Overall agreement that parking supply and utilization is not congested downtownwide, but that certain high-demand locations are regularly full and lacking in turnover.
o Support for investment in transit, sidewalks, and biking routes; and commensurate support for disincentivizing drive-alone trips when possible. o Several attendees had questions about the financial impact of various access and parking reforms

ONLINE COMMUNITY SURVEY
(SEPTEMBER 2022)
The project team prepared an online survey for general community input and distributed it via social media, the City website, and several email contact lists. The survey ran from early

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 7
September to 30 September 2022 and obtained 297 respondents. The survey was available in English and Spanish; no Spanish surveys were completed. The full results of the survey are available as an Attachment.

COMMUNITY SURVEY SUMMARY
x Predominate concerns about inability to find parking, lack of enforcement, and confusing regulation terms.
x Opinions were mixed and polarized about dedicating street space to parking versus active mobility infrastructure and gathering spaces.
x Feelings were mixed and balanced on expressing the importance of dedicating downtown space to active transportation, transit, parking, goods delivery, and gathering space creation.
x Regarding parking, respondents’ biggest concerns were lack of enforcement of time limits and an inability to find parking near their destinations. x Roughly 40-50% of respondents support parking strategies that: improve directional wayfinding to parking, promote shared parking agreements, add more pickup/drop-off zones, and creating more parking supply.
x People ranked which factors most influence their decision about where to park downtown.

Of six options, nearness to destination, price, and ease of access from where they are traveling from were the top three responses.
x The survey asked people about favorability of parking and access solutions and priorities.

When asked if on-street parking should be prioritized over other potential uses of the public right-of-way (for example, bike lanes, transit stops, curbside dining, street fairs, commercial delivery) in the busiest areas of Downtown and/or at the busiest times, responses were mixed and polarized. Strongly agree with 28%, Agree with 14%, Neither agree nor disagree with 15%, Disagree with 15% and Strongly Disagree with 14%. This suggests passionate opinions about the use of curb space. x Encouragingly, 59% of people find walking, biking, and transit to Downtown to be somewhat or very easy. Thirty percent find is somewhat or very difficult. (Q28) x When asked to rank goals for access management, results came back varied. Both making it easier to find parking and reducing vehicle congestion ranked highly. Making it easier and more pleasant to use other forms of travel like walking and biking was a popular second place. Further exploration of results shows that both making it easier to park and making it easier and more pleasant to use other forms of travel received a significant share of first rank votes (106 and 77, respectively) suggesting strong opinions about prioritization of parking or active modes.
x One question asked which active mobility solutions people would be willing to consider.

Many received high marks, with improving sidewalks, improving public transportation service, and providing cash benefits to encourage people to not drive alone being the most popular three.

Further demographic questions at the end of the survey reveal the profile and respondents. x 65% own their home and 33% rent a dwelling. (Q33)
x 81% are employed, 14% are retired, and nobody identified as a student x The median respondent is age 35-50, with a somewhat even distribution around that, though skewing somewhat older into the 51-65 and 65+ brackets

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 8
x 75% of respondents are White/Caucasian. Approximately 6% each are Hispanic American / Latinx or Asian/Asian American/Desi. Other races and ethnicities comprise each 0-3% x 56% of respondents are female, 32% male, 1% transgender or nonbinary, and 11% prefer not to say

COMMUNITY SURVEY DETAIL
The first set of questions asked about general Downtown travel patterns and demographics. “Drive a personal vehicle”, at 74%, was the predominate mode people traveled by (Q1), and over 85% of respondents come to Downtown at least once a week (Q2). Forty-nine percent of people spend 1-3 hours downtown with another 21% staying six or more hours (crosstabulations show these mostly to be Downtown employees or residents) (Q3).

Further demographic questions at the end of the survey reveal the profile and respondents. x 65% own their home and 33% rent a dwelling. (Q33)
x 81% are employed, 14% are retired, and nobody identified as a student x The median respondent is age 35-50, with a somewhat even distribution around that, though skewing somewhat older into the 51-65 and 65+ brackets x 75% of respondents are White/Caucasian. Approximately 6% each are Hispanic American / Latinx or Asian/Asian American/Desi. Other races and ethnicities comprise each 0-3% x 56% of respondents are female, 32% male, 1% transgender or nonbinary, and 11% prefer not to say
Most respondents (84%) come Downtown for dining and retail activities; with being a downtown employee, downtown resident, or seeking professional services also being significant reasons. (Q4)
The survey described two key Citywide long-term planning goals, one for greenhouse gas emission reductions and one for travel mode shift goals away from cars. The survey asked how prominent a role these two goals should play in shaping the Access and Parking Management Plan’s policies. Over 75% of people said, “A lot” or “Some”, suggesting that sustainability goals resonate with the community during policy-making. (Q5)
When asked what modes of travel the City should prioritize, Walking, Biking, Public Transportation, and Driving each were supported at 40% or more. Driving was the top priority with 55% in favor. (Q6)
When asked how important it is for Downtown SLO to contain space for various activities, people broadly supported each of the options offered in the survey in Question 7 (see Figure # for details).

Active travel access, employee parking, and customer parking were the most favored uses.

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 9
Q7. In an area with many shops, restaurants, and attractions, like Downtown San Luis Obispo, how important is it to provide space for each of the following functions? A combined 57% of people feel it is somewhat or very difficult to find Downtown parking near their destination; compared to 39% who find is somewhat or very easy. (Q22) People selected a variety of options to express concerns about downtown parking. Lack of public on-street and off-street parking options were the primary concerns. The full range is displayed in Figure # below. (Q23)
Q23. Which of the following concerns do you have about parking in downtown San Luis Obispo? (Select all that apply)
Respondents were also willing to consider a range of parking solutions for Downtown, the full list displayed below. Investment in more parking supply, more shared parking arrangements, and improving directional signage were popular considerations. (Q24) 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Delivery of goods
Transit access
Active travel access (walking and biking)
Space for employees and business to drive and park their cars
Space for customers and visitors to drive and park their cars
Space for the community like public art, outdoor dining, food trucks, and mini-parks
Not Important Somewhat Important Very Important
y)
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Lack of accessible parking for persons with disabilities Lack of on-street parking at or near my destination
Lack of public off-street lots and garages
Lack of special event parking
Use of parking spaces for outdoor dining and street seats Lack of enforcement of parking regulations, locations,… Parking occupies lots of physical space that could be…
Providing excess parking can make driving too easy and…

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 10
Q24. Which of the following parking solutions would you be willing to consider? (Select all that apply) The survey asked if the respondent had ever purchased a three-month garage permit that is only available to downtown employees.. Twelve percent had, 32% had not, and 54% were not downtown employees. (Q25)
People ranked which factors most influence their decision about where to park in downtown. Of six options, nearness to destination, price, and ease of access from where they are traveling from were the top three responses. Full results are in the appendix. (Q26) The survey continued to ask people about favorability of parking and access solutions and priorities. When asked if on-street parking should be prioritized over other potential uses of the public right-of-way (for example, bike lanes, transit stops, curbside dining, street fairs, commercial delivery) in the busiest areas of Downtown and/or at the busiest times, responses were mixed and polarized. Strongly agree with 28%, Agree with 14%, Neither agree nor disagree with 15%, Disagree with 15% and Strongly Disagree with 14%. This suggests passionate opinions one way or the other about use of curb space. (Q27)
Encouragingly, 59% of people find walking, biking, and transit to Downtown to be somewhat or very easy. Thirty percent find is somewhat or very difficult. (Q28) When asked to rank goals for access management, results came back varied. Both making it easier to find parking and reducing vehicle congestion ranked highly. Making it easier and more pleasant to use other forms of travel like walking and biking was a popular third place. Further exploration of results shows that both making it easier to park and making it easier and more pleasant to use other forms of travel received a significant share of first rank votes (106 and 77, respectively) suggesting strong opinions about prioritization of parking or active modes. (Q29) The final substantive question asked which active mobility solutions people would be willing to consider. Many received high marks, with improving sidewalks, improving public transportation service, and providing cash benefits to encourage people to not drive alone being the most popular three.

Midway through the survey it asked if people live in one of the Residential Permit Districts. Only 24 people said yes (Q8). A yes response led to further detailed subset of questions. Of those 24 Yes responses:
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Investing in more parking supply
Balancing parking supply by adjusting the price of paid parking to charge more at high-demand locations and…
Creating more ADA accessible parking locations
Adding more short-term delivery and passenger
pickup/drop-off zones
Encouraging private parking lots to share available spaces to the public
Improving directional signage to available public parking

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 11
x 15 have purchased a Residential Parking Permit currently or in years past (Q9) x 60% have lived there five or more years, while 35% have lived there 1-3 years (Q10) x Results vary between one and four cars owned (Q11), while most homes have room for one or two cars to park off-street (Q12)
x Most people somewhat or strongly disagreed that the Residential Permit allows them to use their garage or driveway for purposes other than parking. (Q13) x Results were exactly split between Yes and No as to rather the Permit District has been sufficient to ensure parking availability for permit holders. (Q14) x Feelings were mixed about who should be eligible to purchase a Residential Permit (Q15) x Respondents somewhat disagreed (60% to 40% who agreed in some manner) with the suggestion of allowing non-permit holders to use Permit area street parking so long as it is well-managed with pricing and/or time limits. (Q16)
x A full 50% of people said that when visitors come to their house they simply park on-street without a permit. This suggests conscious disregard of the Permit rules, and a likely feeling that enforcement is so lax as to rarely catch anyone. (Q17) x Most people state it’s inconvenient to obtain a visitor permit on short notice as their reason for their guests parking on the street unpermitted. (Q18) x Sixty percent of respondents also feel that the Permit program doesn’t improve the experience of congestion in their neighborhood. (Q19)
x When asked what they would like changed about the Permit program, people responded to a variety of options, with the number of permits made available being the biggest topic to reconsider (see Q20 chart)
Q20. What aspect(s) of the Parking Permit District Program would you like to see changed? (Select all that apply)

ONLINE COMMUNITY POLL (DECEMBER
2022)
The City launched a short online poll via the Open Town Hall platform and advertised the poll via regular social media and email methods. 216 people completed the poll. Results are below (full results as included as an Attachment).
() g g y g ( y)
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
The application and/or renewal process
Who can apply for a permit
How many permits a household can hold
The locations or boundaries of districts
The cost to obtain a permit for a resident
Other (please specify)

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 12
Key observations from the results include:
x Shopping and Dining is the most common reason for coming Downtown, with 85% of respondents citing it. Forty-four percent of people list professional services visits. Both are typical short-term trips that may commonly require two hours or less. x Most respondents favor some expansion of permit districts to non-permit holders, so long as management of the district is upheld.
x Respondents listed that a variety of improvements and programs could encourage them to walk and bicycle for more trips. Adding infrastructure, in the form of bikeways, sidewalks, and paths, are the most supported options. This suggests that building active travel facilities is a key service the City can lead.
x Respondents given an overall uninterested rating to the concept to switch to bulk purchases of single-day parking passes. Understandably this is an unfamiliar payment and ticketing system that people may question.
x A substantial number of respondents answered “Sometimes” or “No” to ready availability of information about non-driving mode options. This suggests on opportunity to increase awareness and education.

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 13

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 14
Attachment:

September 21, 2022 Virtual Town Hall
presentation and results

San Luis Obispo Access and Parking Management Plan Update-Community Outreach and Engagement Appendix I 15
Attachment:

September 2022 Community Survey results

San Luis Obispo - Access and Parking Management Plan Update Survey 1 / 39

74.40% 218

1.02% 3

0.34% 1

0.34% 1

1.02% 3

11.26% 33

11.60% 34
Q1 How do you most frequently travel to Downtown San Luis Obispo? Answered: 293 Skipped: 4
TOTAL 293
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Drive a
personal...

Carpool
Get dropped
off and pick...

Ride hailing
app (includi...

Public
transportation
Bicycle
Walking

ANSWER CHOICES RESPONSES
Drive a personal vehicle
Carpool
Get dropped off and picked up from a friend/family member Ride hailing app (including Uber, Lyft, etc)
Public transportation
Bicycle
Walking

San Luis Obispo - Access and Parking Management Plan Update Survey 2 / 39

45.73% 134

39.59% 116

10.58% 31

2.05% 6

0.68% 2

1.37% 4
Q2 How often do you travel to and from Downtown San Luis Obispo? Answered: 293 Skipped: 4
TOTAL 293
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Daily (4 or
more times p...

Weekly (1-3
times per week)
Monthly (1-3
times per...

Yearly (1-3
times per year)
Rarely (less
than once pe...

Other (please
specify)

ANSWER CHOICES RESPONSES
Daily (4 or more times per week)
Weekly (1-3 times per week)
Monthly (1-3 times per month)
Yearly (1-3 times per year)
Rarely (less than once per year)
Other (please specify)

San Luis Obispo - Access and Parking Management Plan Update Survey 3 / 39

11.26% 33

49.83% 146

13.65% 40

21.84% 64

3.41% 10
Q3 How much time do you typically spend during your stay in Downtown San Luis Obispo?
Answered: 293 Skipped: 4
TOTAL 293
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Less than 1
hour
1-3 hours
3-6 hours
More than 6
hours
Other (please
specify)

ANSWER CHOICES RESPONSES
Less than 1 hour
1-3 hours
3-6 hours
More than 6 hours
Other (please specify)

San Luis Obispo - Access and Parking Management Plan Update Survey 4 / 39

15.36% 45

34.81% 102

84.30% 247

29.35% 86

18.09% 53

3.07% 9

21.84% 64
Q4 Please select all the reasons you travel to Downtown San Luis Obispo Answered: 293 Skipped: 4
Total Respondents: 293
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Downtown
resident
Downtown
employee
Retail and
dining
Professional
services suc...

Public parks
Hotel stays
Other (please
specify)

ANSWER CHOICES RESPONSES
Downtown resident
Downtown employee
Retail and dining
Professional services such as medical appointments
Public parks
Hotel stays
Other (please specify)

San Luis Obispo - Access and Parking Management Plan Update Survey 5 / 39

34.47% 101

40.96% 120

24.57% 72
Q5 How much do you think climate goals (such as reducing carbon emissions and the number of people who drive/increase biking and walking) should play a role in the City’s access and parking management plan?
Answered: 293 Skipped: 4
TOTAL 293
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
A lot
Some
Not at all

ANSWER CHOICES RESPONSES
A lot
Some
Not at all

San Luis Obispo - Access and Parking Management Plan Update Survey 6 / 39

44.37% 130

43.00% 126

43.34% 127

55.63% 163

9.22% 27
Q6 What modes of travel do you think the City should prioritize making more convenient for accessing downtown in the future?
Answered: 293 Skipped: 4
Total Respondents: 293
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Walking
Biking
Public
transportation
Driving
Other (please
specify)

ANSWER CHOICES RESPONSES
Walking
Biking
Public transportation
Driving
Other (please specify)

San Luis Obispo - Access and Parking Management Plan Update Survey 7 / 39
Q7 In an area with many shops, restaurants, and attractions, like Downtown San Luis Obispo, how important is it to provide space for each of the following functions?
Answered: 293 Skipped: 4

San Luis Obispo - Access and Parking Management Plan Update Survey 8 / 39
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Very import… Somewhat i… Not import…
Delivery of
goods
Transit access
Active travel
access (walk...

Space for
employees an...

Space for
customers an...

Space for the
community li...

San Luis Obispo - Access and Parking Management Plan Update Survey 9 / 39

62.41%
181

34.83%
101

2.76%
8 290

51.06%
145

44.37%
126

4.58%
13 284

65.29%
190

29.90%
87 4.81%
14 291

58.22%
170

32.88%
96 8.90%
26 292

68.15%
199

22.26%
65 9.59%
28 292

54.30%
158

32.65%
95 13.06%
38 291
VERY

IMPORTANT

SOMEWHAT

IMPORTANT
NOT

IMPORTANT
TOTAL
Delivery of goods
Transit access
Active travel access (walking and biking)
Space for employees and business to drive and park their cars Space for customers and visitors to drive and park their cars Space for the community like public art, outdoor dining, food trucks, and mini-parks

San Luis Obispo - Access and Parking Management Plan Update Survey 10 / 39

8.16% 24

91.84% 270
Q8 Do you live in one of the Parking Permit Districts?
Answered: 294 Skipped: 3
TOTAL 294
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Yes
No

ANSWER CHOICES RESPONSES
Yes
No

San Luis Obispo - Access and Parking Management Plan Update Survey 11 / 39

71.43% 15

28.57% 6
Q9 Have you ever purchased a Parking Permit for one of more of your vehicles?
Answered: 21 Skipped: 276
TOTAL 21
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Yes
No

ANSWER CHOICES RESPONSES
Yes
No

San Luis Obispo - Access and Parking Management Plan Update Survey 12 / 39

0.00% 0

35.00% 7

5.00% 1

60.00% 12
Q10 How long have you lived in your current parking district? Answered: 20 Skipped: 277
TOTAL 20
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Less than one
year
1-3 years
3-5 years
More than 5
years

ANSWER CHOICES RESPONSES
Less than one year
1-3 years
3-5 years
More than 5 years

San Luis Obispo - Access and Parking Management Plan Update Survey 13 / 39

0.00% 0

30.00% 6

20.00% 4

35.00% 7

15.00% 3

0.00% 0
Q11 What is the combined number of vehicles owned by members of your household?
Answered: 20 Skipped: 277
TOTAL 20
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
0 1
2 3
4 5+

ANSWER CHOICES RESPONSES
0 1
2 3
4 5+

San Luis Obispo - Access and Parking Management Plan Update Survey 14 / 39

10.00% 2

30.00% 6

45.00% 9

5.00% 1

5.00% 1

5.00% 1
Q12 How many off-street parking spaces, in a garage and/or driveway, does your household have (including spaces currently used for storage purposes)?
Answered: 20 Skipped: 277
TOTAL 20
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
0 1
2 3
4 5+

ANSWER CHOICES RESPONSES
0 1
2 3
4 5+

San Luis Obispo - Access and Parking Management Plan Update Survey 15 / 39

5.00% 1

30.00% 6

35.00% 7

30.00% 6
Q13 The Parking Permit District Program allows me to use my driveway, garage, or other space on my property for purposes other than parking.

Answered: 20 Skipped: 277
TOTAL 20
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Strongly agree
Somewhat agree
Somewhat
disagree
Strongly
disagree

ANSWER CHOICES RESPONSES
Strongly agree
Somewhat agree
Somewhat disagree
Strongly disagree

San Luis Obispo - Access and Parking Management Plan Update Survey 16 / 39

50.00% 10

50.00% 10
Q14 Do you believe the Parking Permit District has been sufficient to ensure parking availability for permit holders?
Answered: 20 Skipped: 277
TOTAL 20
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Yes
No

ANSWER CHOICES RESPONSES
Yes
No

San Luis Obispo - Access and Parking Management Plan Update Survey 17 / 39

40.00% 8

25.00% 5

45.00% 9

30.00% 6
Q15 How should parking permits be allocated? (Select all that apply) Answered: 20 Skipped: 277
Total Respondents: 20
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Certain types
of users (su...

Parking
permits shou...

Both residents
and property...

Other (please
specify)

ANSWER CHOICES RESPONSES
Certain types of users (such as residents or employers) should have priority access to purchase permits in certain areas.

Parking permits should be available to anyone who needs one and is willing to pay the fee.

Both residents and property owners should receive parking permits.

Other (please specify)

San Luis Obispo - Access and Parking Management Plan Update Survey 18 / 39

30.00% 6

10.00% 2

30.00% 6

30.00% 6
Q16 Do you agree or disagree with this statement: On permit district streets that have many open spaces, non-permit holders should be able to use street parking too, as long as the parking is managed (through pricing or time restrictions) so that permit holders can still easily find a space.

Answered: 20 Skipped: 277
TOTAL 20
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Strongly agree
Somewhat agree
Somewhat
disagree
Strongly
disagree

ANSWER CHOICES RESPONSES
Strongly agree
Somewhat agree
Somewhat disagree
Strongly disagree

San Luis Obispo - Access and Parking Management Plan Update Survey 19 / 39

15.00% 3

50.00% 10

35.00% 7

40.00% 8

20.00% 4
Q17 When visitors drive to your house, where do they usually park? (Select all that apply)
Answered: 20 Skipped: 277
Total Respondents: 20
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
On the street,
with a...

On the street,
without a...

Outside of the
parking perm...

In my driveway
or garage
Other (please
specify)

ANSWER CHOICES RESPONSES
On the street, with a temporary residential permit for visitors On the street, without a visitor permit
Outside of the parking permit boundaries
In my driveway or garage
Other (please specify)

San Luis Obispo - Access and Parking Management Plan Update Survey 20 / 39

61.11% 11

22.22% 4

27.78% 5

33.33% 6
Q18 If visitors who drive to your house do not use a temporary residential permit, why not?
Answered: 18 Skipped: 279
Total Respondents: 18
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
It's
inconvenient...

I have other
parking...

They can park
on the stree...

Other (please
specify)

ANSWER CHOICES RESPONSES
It's inconvenient to obtain permits on short notice
I have other parking available
They can park on the street without getting a ticket
Other (please specify)

San Luis Obispo - Access and Parking Management Plan Update Survey 21 / 39

20.00% 4

20.00% 4

35.00% 7

25.00% 5
Q19 The Parking Permit District Program makes my neighborhood feel less congested.

Answered: 20 Skipped: 277
TOTAL 20
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Strongly agree
Somewhat agree
Somewhat
disagree
Disagree

ANSWER CHOICES RESPONSES
Strongly agree
Somewhat agree
Somewhat disagree
Disagree

San Luis Obispo - Access and Parking Management Plan Update Survey 22 / 39

35.00% 7

30.00% 6

70.00% 14

25.00% 5

45.00% 9

40.00% 8
Q20 What aspect(s) of the Parking Permit District Program would you like to see changed? (Select all that apply)
Answered: 20 Skipped: 277
Total Respondents: 20
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
The
application...

Who can apply
for a permit
How many
permits a...

The locations
or boundarie...

The cost to
obtain a per...

Other (please
specify)

ANSWER CHOICES RESPONSES
The application and/or renewal process
Who can apply for a permit
How many permits a household can hold
The locations or boundaries of districts
The cost to obtain a permit for a resident
Other (please specify)

San Luis Obispo - Access and Parking Management Plan Update Survey 23 / 39
Q21 Do you have any other thoughts to share about the City’s parking permit districts?
Answered: 10 Skipped: 287

San Luis Obispo - Access and Parking Management Plan Update Survey 24 / 39

14.23% 39

25.55% 70

30.66% 84

27.01% 74

2.55% 7
Q22 How easy or difficult it is for you to find parking in Downtown near your destination?
Answered: 274 Skipped: 23
TOTAL 274
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Very easy
Somewhat easy
Somewhat
difficult
Very difficult
No opinion

ANSWER CHOICES RESPONSES
Very easy
Somewhat easy
Somewhat difficult
Very difficult
No opinion

San Luis Obispo - Access and Parking Management Plan Update Survey 25 / 39

23.48% 62

60.23% 159

38.64% 102

23.48% 62

26.89% 71

7.20% 19

27.65% 73

21.21% 56
Q23 Which of the following concerns do you have about parking in downtown San Luis Obispo? Select all that apply:

Answered: 264 Skipped: 33
Total Respondents: 264
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Lack of
accessible...

Lack of
on-street...

Lack of public
off-street l...

Lack of
special even...

Use of parking
spaces for...

Lack of
enforcement ...

Parking
occupies lot...

Providing
excess parki...

ANSWER CHOICES RESPONSES
Lack of accessible parking for persons with disabilities Lack of on-street parking at or near my destination
Lack of public off-street lots and garages
Lack of special event parking
Use of parking spaces for outdoor dining and street seats Lack of enforcement of parking regulations, locations, and time limits Parking occupies lots of physical space that could be better used for something else Providing excess parking can make driving too easy and convenient

San Luis Obispo - Access and Parking Management Plan Update Survey 26 / 39

41.86% 108

24.42% 63

19.77% 51

40.31% 104

48.45% 125

48.06% 124
Q24 Which of the following parking solutions would you be willing to consider? Select all that apply:

Answered: 258 Skipped: 39
Total Respondents: 258
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Investing in
more parking...

Balancing
parking supp...

Creating more
ADA accessib...

Adding more
short-term...

Encouraging
private park...

Improving
directional...

ANSWER CHOICES RESPONSES
Investing in more parking supply
Balancing parking supply by adjusting the price of paid parking to charge more at high-demand locations and less at low-demand locations
Creating more ADA accessible parking locations
Adding more short-term delivery and passenger pickup/drop-off zones Encouraging private parking lots to share available spaces to the public Improving directional signage to available public parking

San Luis Obispo - Access and Parking Management Plan Update Survey 27 / 39

12.31% 33

32.84% 88

0.00% 0

54.85% 147
Q25 If responding to this survey as an employee of a downtown business, have you ever purchased a three-month garage parking permit (Proxcard) from the City?
Answered: 268 Skipped: 29
TOTAL 268
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Yes
No
I don't
remember
I'm not an
employee of ...

ANSWER CHOICES RESPONSES
Yes
No
I don't remember
I'm not an employee of a downtown business

San Luis Obispo - Access and Parking Management Plan Update Survey 28 / 39
Q26 Please rank these factors for how important they are to influencing where you try to park in Downtown:

Answered: 267 Skipped: 30

30.68%
77 19.52%
49 15.14%
38 12.35%
31 11.95%
30 10.36%
26 251 4.14

35.91%
93 25.87%
67 19.31%
50 10.81%
28 5.41%
14 2.70%
7 259 4.68

8.80%
22 19.60%
49 19.20%
48 24.40%
61 18.40%
46 9.60%
24 250 3.47

6.32%
16 12.25%
31 21.74%
55 17.79%
45 19.37%
49 22.53%
57 253 3.01

11.20%
28 6.80%
17 9.60%
24 14.40%
36 20.80%
52 37.20%
93 250 2.62

11.24%
29 16.28%
42 15.89%
41 18.60%
48 21.71%
56 16.28%
42 258 3.28
0 1 2 3 4 5 6 7 8 9 10
Price
Nearness to my
destination
Ease of access
from where I...

Prefer
on-street...

Prefer garage
parking
The time
limits on th...
1 2 3 4 5 6 TOTAL SCORE
Price
Nearness to my destination
Ease of access from where I am traveling from
Prefer on-street parking
Prefer garage parking
The time limits on the parking meet my needs

San Luis Obispo - Access and Parking Management Plan Update Survey 29 / 39

27.84% 76

14.29% 39

15.38% 42

15.38% 42

27.11% 74
Q27 On-street public parking should be prioritized over other potential uses of the public right-of-way (for example, for bike lanes, transit stops, curbside dining, street fairs, commercial delivery, etc.) in the busiest areas of Downtown and/or at the busiest times?
Answered: 273 Skipped: 24
TOTAL 273
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Strongly agree
Agree
Neither agree
nor disagree
Disagree
Strongly
disagree

ANSWER CHOICES RESPONSES
Strongly agree
Agree
Neither agree nor disagree
Disagree
Strongly disagree

San Luis Obispo - Access and Parking Management Plan Update Survey 30 / 39

20.40% 51

29.20% 73

24.40% 61

16.00% 40

10.00% 25
Q28 How easy or difficult is it for you to walk, bike, or take public transportation to and within Downtown San Luis Obispo?
Answered: 250 Skipped: 47
TOTAL 250
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Very easy
Somewhat easy
Somewhat
difficult
Very difficult
No opinion

ANSWER CHOICES RESPONSES
Very easy
Somewhat easy
Somewhat difficult
Very difficult
No opinion

San Luis Obispo - Access and Parking Management Plan Update Survey 31 / 39
Q29 Which of the following goals for access management are most important to you? Please rank the following in order of importance:

Answered: 244 Skipped: 53

45.11%
106

17.02%
40 13.62%
32 12.77%
30 11.49%
27 235 3.71

10.62%
24 37.17%
84 24.78%
56 17.70%
40 9.73%
22 226 3.21

33.92%
77 12.33%
28 19.38%
44 21.15%
48 13.22%
30 227 3.33

13.14%
31 22.46%
53 20.34%
48 20.76%
49 23.31%
55 236 2.81

2.16%
5 11.26%
26 19.48%
45 25.54%
59 41.56%
96 231 2.07
0 1 2 3 4 5 6 7 8 9 10
Making it
easier to fi...

Reducing
vehicle...

Making it
easier and m...

Using pricing
strategies t...

Reducing
spillover...
1 2 3 4 5 TOTAL SCORE
Making it easier to find parking
Reducing vehicle congestion
Making it easier and more pleasant to use other forms of travel, like walking and biking
Using pricing strategies to make spaces available to those who need it the most. For example, in a retail district, customer parking is prioritized
Reducing spillover parking from nearby destinations -
retail, restaurants, employment centers, and recreation hubs - into other neighborhoods

San Luis Obispo - Access and Parking Management Plan Update Survey 32 / 39

37.50% 90

37.08% 89

70.42% 169

49.17% 118

47.92% 115

38.75% 93

22.92% 55
Q30 Which of the following active mobility solutions would you be willing to consider? (Select all that apply)
Answered: 240 Skipped: 57
Total Respondents: 240
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Construct more
quality...

Add more bike
racks
Improve
sidewalk...

Improve public
transportati...

Provide cash
benefits to...

Build more
residential ...

Other (please
specify)

ANSWER CHOICES RESPONSES
Construct more quality bikeways
Add more bike racks
Improve sidewalk conditions and connectivity
Improve public transportation frequency and route options Provide cash benefits to downtown employees who use non-drive-alone travel methods Build more residential and commercial uses in downtown, creating more options for people who only need to travel short distances to destinations
Other (please specify)

San Luis Obispo - Access and Parking Management Plan Update Survey 33 / 39
Q31 Do you have any other thoughts to share about overall access and parking in San Luis Obispo?
Answered: 149 Skipped: 148

San Luis Obispo - Access and Parking Management Plan Update Survey 34 / 39

19.03% 47

61.94% 153

20.65% 51

6.07% 15

22.67% 56

0.00% 0

0.81% 2

4.45% 11

4.86% 12
Q32 Your participation in this survey is best described as? [Select all that apply]
Answered: 247 Skipped: 50
Total Respondents: 247
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Resident of
Downtown San...

Resident
outside of...

Business owner
in Downtown ...

Business owner
in non-Downt...

Employee of a
Downtown San...

On-campus
resident...

Off-campus
resident...

Non-resident
or worker of...

Other (please
specify)

ANSWER CHOICES RESPONSES
Resident of Downtown San Luis Obispo
Resident outside of Downtown San Luis Obispo
Business owner in Downtown San Luis Obispo
Business owner in non-Downtown San Luis Obispo
Employee of a Downtown San Luis Obispo business
On-campus resident university student
Off-campus resident university student
Non-resident or worker of San Luis Obispo
Other (please specify)

San Luis Obispo - Access and Parking Management Plan Update Survey 35 / 39

64.90% 159

33.47% 82

1.63% 4
Q33 Do you own or rent your primary dwelling?
Answered: 245 Skipped: 52
TOTAL 245
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Own
Rent
Other

ANSWER CHOICES RESPONSES
Own
Rent
Other

San Luis Obispo - Access and Parking Management Plan Update Survey 36 / 39

81.45% 202

1.21% 3

13.71% 34

0.00% 0

3.63% 9
Q34 What best describes your status?
Answered: 248 Skipped: 49
TOTAL 248
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Employed
Unemployed
Retired
Student
Other

ANSWER CHOICES RESPONSES
Employed
Unemployed
Retired
Student
Other

San Luis Obispo - Access and Parking Management Plan Update Survey 37 / 39

0.41% 1

6.91% 17

21.95% 54

35.37% 87

20.33% 50

15.04% 37
Q35 What is your age?
Answered: 246 Skipped: 51
TOTAL 246
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Under 18
18-25
26-35
36-50
51-65
65+

ANSWER CHOICES RESPONSES
Under 18
18-25
26-35
36-50
51-65
65+

San Luis Obispo - Access and Parking Management Plan Update Survey 38 / 39

75.21% 179

5.88% 14

5.46% 13

2.52% 6

0.42% 1

1.26% 3

1.68% 4

2.94% 7

11.34% 27
Q36 What is your race/ethnicity? Check all that apply.

Answered: 238 Skipped: 59
Total Respondents: 238
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
White/Caucasian
Hispanic
American/Latinx
Asian/Asian
American/Desi
African/African
American/Black
Native
American/Ame...

Arab
American/Mid...

Native
Hawaiian/Pac...

Other
Prefer not to
say

ANSWER CHOICES RESPONSES
White/Caucasian
Hispanic American/Latinx
Asian/Asian American/Desi
African/African American/Black
Native American/American Indian
Arab American/Middle Eastern
Native Hawaiian/Pacific Islander
Other
Prefer not to say

San Luis Obispo - Access and Parking Management Plan Update Survey 39 / 39

31.82% 77

56.61% 137

0.83% 2

11.57% 28
Q37 What is your gender identity? Check all that apply.

Answered: 242 Skipped: 55
Total Respondents: 242
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Male
Female
Transgender or
nonbinary
Prefer not to
say

ANSWER CHOICES RESPONSES
Male
Female
Transgender or nonbinary
Prefer not to say

Do you have any other thoughts to share about the City’s parking permit districts? Open-Ended Response

STOP TAKING AWAY PARKING, STOP TAKING AWAY LANES TO DRIVE FOR BIKES, STOP MAKING IT MORE CONFUSING TO NAVIGATE!
Stop building things solely for SLO CITY staff to get private staff parking. Greedy and selfish lot used the tax dollars to make sure that their own staff get comfort but make it hard for those that spend the dollars to stimulate your local economy.

Teachers around our schools are public employees and early responders. They often times can’t park close to their place of employment due to the parking permit restrictions. They are hard working professionals that contribute to the betterment of this city . They aren’t however treated with respect with regards to parking. They also need parking near public schools. Many schools do not have enough parking spots for the amount of teachers on campus. This needs to be changed. Teachers are taxpayers too. They are actually as much a resident of the neighborhood as homeowners because they spend more time on school campus than their home.

The city also does a lot of road work. I have to o pop ark my car blocks away. The city provides not accommodations for what they ask. They take more than they give. Even on event nights (farmers or dog leg events). I live in the dog leg and the street palm in between broad and nipomo allows the public to park there without permit which leaves me with no parking spot. If I have a residential permit it should allow me to actual park at my house, but it doesn’t. I will come home with groceries and have to park to unload and the repark because of the way the city set up the mission orchard parking permits. I have lived here for over 10 years and it has NEVER progressed to becoming for convenient for the resident. Mission prep students all buy the 10 hr permit as well. So the palm street block I stated gets filled by students. There are multiple residents living on palm between broad and nipomo. You have helped the residents on Dana, the ones on broad leading to the freeway entrance.

What about us? Are you making too much money if the 10hr permit to care? Why won’t you provide residential guest passes. At what point do people matter more than money? I feel taken advantage of as a resident on palm when it comes to parking.

Make larger clearances for driveways. People park too close and hard to pull out of residence I think parking permit districts downtown need to be 7 days a week. And hours need to be extended.

I’m tired of getting home and not having a place to park. Fridays for concerts in the plaza, Thursdays for farmers market, Saturday for events, Sunday's for church.

Lower fess
See above. It keeps the traffic down, noise down, feels less congested, safer for kids to cross the street
I erroneously answered yes to being in a parking permit district because I live in the Anholm, however not in the specific area. BUT, I would like to see permits required on my half of Center St. It's become very congested.

Do you have any other thoughts to share about overall access and parking in San Luis Obispo?
Open-Ended Response
Really appreciate Sunday morning free parking - it makes me willing to stick around and shop after church. I’d like to see a downtown core that is very walkable, with access for disabled/drop off, and deliveries. Currently the greenway on Morro seems to be adequate, and the transit center near the library also seems adequate. I avoid the parking garages because they seem so cramped, I prefer to park out a few blocks and walk in. Also prefer the Chorro garage design as well as Library-adjacent garage because they incorporate retail or offices at the base, making it more pedestrian friendly, vs the Palm garage that seems like it lost an opportunity for small storefronts/vendors along Palm.

It’s expensive and inconvenient. The homeless make me want to NOT go downtown. The sidewalks need daily cleaning. I’d go more if you guys cleaned it up.

The new bike lanes are awful.

I normally don’t park immediately downtown but in the outskirts & walk. The loss of lots downtown is problematic. The continued price hiking on parking is problematic. The loss of the 1st hour free in the garages is HORRIBLE! People won’t come downtown if parking prices keep going up. Not everyone can walk/bike/bus downtown and you’ll chase people away. If you chase people away you’ll hurt downtown merchants.

The parking ticket charges are way to expensive and locals should get discount for parking. The remote meters and phone application are cumbersome and difficult to use.

The small town charm SLO had in the mid 90s is gone. The downtown is overall disgusting and parking is awful. Used to have a parking lot across from Mos but people got greedy now it’s fully of businesses I can’t figure how they manage to stay afloat.

Better, more clear parking signs - I've received tickets for parking in areas where it wasn't immediately clear that it wasn't a free, public space, or where signage was placed in a manner that was misleading about which area the sign applied to.

Ya stop wasting money putting in kiosks for parking theb buikding those new bikelanes on marsh likenyou just did and taking away the 4 spaces on marsh by the furbitrue store and crepe place and chase bank like you just did . Honestly all you have done is make a massive problem. Along with the way the sinage is and having to feal wit pissed off people when the park in lot at my job and pay your kiosks because the thibk they can park there because they paid city and its a private lot . Qll you have done in last frw months is create a major problem even more so with the parking issues.

Why not add levels to the structures that exist and make sure theres parking for the apts downtown that dont have parking . There are several key issues wit downtown parking loke that and the going into the neighborhoods and painting curbs red removing spaces or the epople who isnist to park their vehicles on the street 247 so no one fan park there because heaven forbid you park in the street in the houses next to downtown which is part the beighborhood and have some the tesidents leave notes telling you to not park there fus u dont live on that street . It is a coneplete and utter joke what the city manager is doing .