Nest | 40.23m | 15s | Cairo Development | Casola Koppe

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MichaelS said:
The City does have parking policies that support significant parking reductions, specifically if you look at Section 4.2 of the policy document, you will see these policies:
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The challenge is, what happens if 1b. is true at the time of DP, but over time, redevelopment occurs, and no longer becomes true? And, how do you enforce 1d? I was involved in a project (Battistella's Nude) where in order to reduce the amount of required parking, Battistella agreed to provide Car2Go memberships to all purchasers. But, the problem is, after the DP was approved (with the reduced parking), Car2Go left the Calgary market. Should that void the DP? Say you do get a developer that does provide bus passes, but then they sell the building (or turn it over to a condo board), can the City legally require them to pay for bus passes? If not, does the City revoke occupancy?

It is a complicated issue in many ways, but it could be greatly simplified if Council just was willing to accept that on-street parking needs to be managed, and that no group is entitled to it. Basically, get rid of all RPP zones. If your on-street parking gets busier and busier, start charging money for it. If it continues to stay busy, charge more for it. If you don't like paying for on-street parking, park on your property. If your property doesn't have a parking stall, move to one that does.
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Having lived in places with very limited street parking it can be a challenge.

What would be your ideal solution of curb side parking demand management, as I agree it’s probably not sustainable to make it a DP issue.

I wouldn’t mind paid street parking, but those with residents passes are good to unlimited street park within a couple blocks. Then demand can fluctuate throughout the day but curb side parking works for most and residents can take advantage of the low times. Might be too simplistic, as I don’t have a transportation engineering background but I’ve been to places that seem to have figured it out. Hard part is when buildings are on or near a lot of street parking restricted roads. Does it ever make sense to make curb side lanes on Macleod here time restricted street parking or dedicated street parking?
 
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Calgcouver said:
Having lived in places with very limited street parking it can be a challenge.

What would be your ideal solution of curb side parking demand management, as I agree it’s probably not sustainable to make it a DP issue.

I wouldn’t mind paid street parking, but those with residents passes are good to unlimited street park within a couple blocks. Then demand can fluctuate throughout the day but curb side parking works for most and residents can take advantage of the low times. Might be too simplistic, as I don’t have a transportation engineering background but I’ve been to places that seem to have figured it out. Hard part is when buildings are on or near a lot of street parking restricted roads. Does it ever make sense to make curb side lanes on Macleod here time restricted street parking or dedicated street parking?
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I actually like how the City manages it officially in the downtown core, with annual reviews of how well utilized the on-street parking is. If it is below a certain theshold (I think 80%, but don't quote me on it) they lower the price they charge. If it is above that threshold, they raise the price (usually by $0.25 / hr or something like that). You could apply this citywide, and when there is currently no restrictions, start switching it to daytime 2-4 hr limits or something, then eventually onto pay parking. Most places across the City wouldn't see much impact or change, but in some instances where things are getting crowded, it would get to a point where you couldn't treat the street as your permanent parking stall, and the market (in terms of on-site parking) will sort itself out.
 
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