FINAL REPORT April 2, 2025
304 - 1353 Ellis Street, Kelowna, BC V1Y 1Z9 | T: 250.762.2517 CONTACT: Jasmine Smith E: jasmith@urbansystems.ca
CRANBROOK DOWNTOWN PARKING PLAN & STRATEGY PREPARED FOR:
City of Cranbrook 40-10TH Avenue South Cranbrook, BC V1C 2M8
PREPARED BY:
Urban Systems Ltd. 304‐1353 Ellis Street Kelowna, BC V1Y 1Z9 Tel: (250) 762-2517
James Liu, EIT Transportation Engineer
Jasmine Smith, P.Eng. Transportation Engineer
Permit to Practice Number
DATE ISSUED:
PROJECT NO.:
August 12, 2024 September 12, 2024 November 6, 2024 April 2, 2025
Interim Draft Report Draft Report Final Draft Report Final Report
0956.0092.01
This report is prepared for the sole use of City of Cranbrook. No representations of any kind are made by Urban Systems Ltd. or its employees to any party with whom Urban Systems Ltd. does not have a contract. © 2025 URBANSYSTEMS®.
EXECUTIVE SUMMARY Urban Systems Ltd. was retained by the City of Cranbrook to develop a parking plan and strategy for the downtown area of Cranbrook. Key objectives of the Downtown Parking Plan and Strategy are listed below: •
Review the existing parking conditions, policies, and practices in the downtown area for both City of Cranbrook owned on-street and off-street parking.
•
Identify parking related issues and areas for improvement, such as existing policies and regulations, supply, impacts to residential areas, and bylaws.
•
Review the current Downtown Parking Reserve Fund and ensure the funds are used appropriately.
•
Recommend a comprehensive parking strategy for the downtown area that considers existing needs as well as the needs of the future.
On- and off-street parking occupancy data in downtown Cranbrook was collected in the area shown in Figure E-1 below, which identifies the parking lot locations and on-street parking restrictions. There are currently approximately 1,347 on-street parking spaces and 354 off-street parking spaces.
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Both on- and off-street parking occupancy data was collected on two different days (a weekday and a weekend day) in both spring and summer during the morning (8am to 10am), afternoon (12pm to 2pm), and evening (4pm to 6pm). Parking turnover data was collected for the area surrounded by and including 9 th Avenue, 11th Avenue, Baker Street, and 1st Street (Louis Street) as shown in Figure E-2 below. The data was collected on two different days (a weekday and a weekend day) in both spring and summer.
On-street parking demand in downtown Cranbrook tends to be highest in the afternoon (12pm to 2pm) and lower in the morning (8am to 10am) and evening periods (4pm to 6pm). On-street parking demand trends were observed to be similar in both the spring and summer seasons. The core commercial area in downtown was found to be highly utilized, with occupancies exceeding 85% during peak afternoon times, notably on Baker Street and 9th Avenue. Residential streets surrounding the core commercial area in the downtown tend to have lower on-street parking demand than in the core area. The turnover parking analysis found that more than half of the vehicles that parked in paid on-street parking zones stayed less than half-an-hour on both weekday and weekend day in both spring and summer. Off-street parking generally has low parking demand and overall utilization on both weekdays and weekend days; however, Lot #3 and Lot #7 tend to be well utilized on spring weekdays but not on weekend days. Off-street parking demand tends to be lower in the summer than in the spring, and lower demand on weekends than weekdays.
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A set of guiding principles was developed to assist the plan and strategy recommendations, which build upon previous City planning initiatives: •
Balance supply and demand.
•
Develop a self-funded parking system.
•
Ensure customer service and accessibility.
•
Collaborate with institutions, businesses, and developers.
•
Support a more divers transportation system.
Industry best practices suggest targeting an on-street parking occupancy rate below 85% and off-street parking below 90% to ensure adequate availability and efficient use. These targets aim to optimize parking management and prevent congestion by ensuring adequate parking supply and reducing the need to circle the block or parking lot multiple times to look for a space. With these targets as well as guiding principles in mind, the best practices and recommendations are provided as follows: •
•
•
Parking Policies & Management o
Revising Zoning Bylaw – Introducing Cash-in-Lieu payments in the Zoning Bylaw.
o
Enforcing Parking Restrictions – Monitor compliance in the future and consider increasing parking violation fines.
o
Wayfinding Signage – Implement static signs at parking lot entry points and nearby intersections.
o
Free Parking for Seniors – Consider implementing “Free Parking for Seniors” program for up to two hours once a day.
Parking Pricing Adjustments o
Increase Parking Fees – Consider increasing parking fees from $0.50 per hour to $1.00 per hour.
o
Variable Parking Pricing – Consider increasing parking rates on streets with higher demand and during peak hours. Extending the time limit to three hours with the third hour at doubled rate.
o
Off-Street Parking Rate Restructure – Consider phasing out monthly leases and offer weekly or daily leasing plans. Implement first-come, first served, hourly and daily parking.
Parking Reconfiguration o
Parking Structure – Consider constructing a parkade in the future.
o
Angled Parking to Parallel Parking – Consider converting angled parking to parallel parking on Baker Street to accommodate wider driving lanes, increase green space, bike lanes, or parklets.
o
Implementing Active Transportation – Redevelop on-street parking spaces on 2nd Street South to protected bike lanes and widen sidewalks on 1st Street South.
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o
•
Adaptive Use of Parking Spaces – Maintain the existing Downtown Seasonal Patio Bylaw and explore the opportunity to close entire block, such as Baker Street, for community events.
Leveraging Technology o
Digital Payment Methods – Introduce a digital payment system such as the HotSpot Parking App and integrating “Free Parking for Seniors” and “Variable Pricing” programs with the digital payment system.
o
Dynamic Signing – Consider implementing real time digital parking availability signage in the future if a parkade is constructed.
o
Electric Vehicle Charging Stations – Continue to provide and implement on- and offstreet EV charging stations.
The City of Cranbrook's Downtown Parking Reserve Fund (DPRF) supports downtown revitalization and parking improvements through revenue from parking fees, fines, and interest. The current reserve has an ending balance of $743,000, with a total income of $94,000 and expenses of $123,000 for 2023. Future projections indicate potential upgrades and expansions, but larger projects may need additional funding sources, even with additional revenue from parking fee increases.
The recommendations presented in this Plan should be implemented with the following considerations: •
Changes to the parking system should be made outside of winter months.
•
Incorporate education and awareness campaigns to inform the public of the changes.
•
Involve stakeholder engagement to meet the needs of local businesses, residents, developers, and community groups.
The proposed phasing strategy is summarized below. TIME FRAME Short-term
ACTIONS • • •
Introduce digital payment system Review and revise parking leasing and fees Revise zoning bylaw which introduces Cash-in-Lieu program
Short- to medium-term
• •
Reconfigure parking converting parking spaces to bike lanes or wider sidewalks Maintain the policy on seasonal patio and explore the opportunity to close entire blocks for events
Long-term
•
Construct a parkade
Ongoing
•
Promote transportation as a service program
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CONTENTS 1.1 DOWNTOWN REVITALIZATION MASTER PLAN (JUNE 2023) .................................. 1
2.1 BYLAWS & POLICIES .................................................................................................... 2 2.1.1
ZONING BYLAW.................................................................................................. 2
2.1.2
PARKING LEASING & FEES .............................................................................. 2
2.2 CURRENT PARKING INVENTORY & REGULATIONS ................................................. 4 2.2.1
ON-STREET PARKING ....................................................................................... 5
2.2.2
OFF-STREET PARKING (CITY OF CRANBROOK OWNED) ............................ 5
2.3 DATA COLLECTION ....................................................................................................... 7 2.3.1
PARKING OCCUPANCY ..................................................................................... 7
2.3.2
PARKING TURNOVER ........................................................................................ 7
2.4 PARKING UTILIZATION ANALYSIS............................................................................... 8 2.4.1
ON-STREET PARKING UTILIZATION ................................................................ 8
2.4.2
OFF-STREET PARKING UTILIZATION (CITY-OWNED) ................................. 15
2.4.3
ON-STREET PARKING TURNOVER ................................................................ 17
2.5 SUMMARY OF FINDINGS ............................................................................................ 19 2.6 FUTURE CONSIDERATIONS ...................................................................................... 19
4.1 PARKING POLICIES & MANAGEMENT ...................................................................... 21 4.1.1
REVISING ZONING BYLAW ............................................................................. 21
4.1.2
ENFORCING PARKING RESTRICTIONS ........................................................ 21
4.1.3
WAYFINDING SIGNAGE ................................................................................... 22
4.1.4
FREE PARKING FOR SENIORS ...................................................................... 22
4.2 PARKING PRICING ADJUSTMENTS ........................................................................... 22 4.2.1
INCREASE PARKING FEES ............................................................................. 22
4.2.2
VARIABLE PARKING PRICING ........................................................................ 23
4.2.3
OFF-STREET PARKING RESTRUCTURE ....................................................... 24
4.3 PARKING RECONFIGURATION .................................................................................. 25 4.3.1
PARKING STRUCTURE .................................................................................... 25
4.3.2
ANGLED PARKING TO PARALLEL PARKING ................................................ 25
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4.3.3
IMPLEMENTING ACTIVE TRANSPORTATION ............................................... 26
4.3.4
ADAPTIVE USE OF PARKING SPACES .......................................................... 26
4.4 LEVERAGING TECHNOLOGY ..................................................................................... 27 4.4.1
DIGITAL PAYMENT METHODS ........................................................................ 27
4.4.2
DYNAMIC SIGNING .......................................................................................... 27
4.4.3
ELECTRIC VEHICLE CHARGING STATIONS ................................................. 28
5.1 FUTURE PROJECTIONS ............................................................................................. 29
6.1 SHORT-TERM ACTIONS ............................................................................................. 31 6.1.1
DIGITAL PAYMENT SYSTEM ........................................................................... 31
6.1.2
REVIEW AND REVISE PARKING LEASING AND FEES ................................. 31
6.1.3
REVISE ZONING BYLAW ................................................................................. 32
6.2 SHORT TO MEDIUM-TERM ACTIONS ........................................................................ 32 6.2.1
PARKING RECONFIGURATION ....................................................................... 32
6.3 LONG-TERM ACTIONS ................................................................................................ 32 6.3.1
CENTRALIZED OFF-STREET PARKING ......................................................... 32
6.4 ONGOING ACTIONS .................................................................................................... 33 6.4.1
PROMOTE TRANSPORTATION AS A SERVICE PROGRAM ......................... 33
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TABLES Table 2-1: City of Cranbrook Parking Permits ............................................................................... 3 Table 2-2: Off-Street Parking Inventory ......................................................................................... 5 Table 2-3: Turnover Data Collection Summary (2024) .................................................................. 7 Table 2-4: Spring Off-Street Parking Occupancy ........................................................................ 15 Table 2-5: Summer Off-Street Parking Occupancy ..................................................................... 16 Table 2-6: Spring Weekday Parking Turnover ............................................................................. 17 Table 2-7: Spring Weekend Day Parking Turnover ..................................................................... 17 Table 2-8: Summer Weekday Parking Turnover.......................................................................... 18 Table 2-9: Summer Weekend Parking Turnover ......................................................................... 18
FIGURES Figure 2-1: Parking Inventory ......................................................................................................... 6 Figure 2-2: Parking Turnover Data Collection Area ....................................................................... 8 Figure 2-3: Spring Weekday Afternoon On-Street Parking Occupancy ...................................... 10 Figure 2-4: Spring Weekend Day Afternoon Off-Street Parking Occupancy ............................... 11 Figure 2-5: Summer Weekday Afternoon On-Street Parking Occupancy ................................... 13 Figure 2-6: Summer Weekend Day Afternoon On-Street Parking Occupancy ............................ 14 Figure 4-1: Real Time Digital Parking Availability Signage Example in Kelowna ........................ 28 Figure 5-1: Downtown Parking Reserve (2014 to 2023) .............................................................. 29
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1.0 INTRODUCTION Urban Systems Ltd. was retained by the City of Cranbrook (the City) to develop a parking plan and strategy for the downtown area to plan for current and future conditions. Cranbrook is located on the traditional territory of the Ktunaxa people. Parking management in a City’s downtown core is a key consideration in creating a balance between convenience for citizens and visitors and encouraging other modes of transportation. The key objectives of this Downtown Parking Plan and Strategy are as follows: •
Review the existing parking conditions, policies, and practices in the downtown area for both City of Cranbrook owned on-street and off-street parking.
•
Identify parking related issues and areas for improvement, such as existing policies and regulations, supply, impacts to residential areas, and bylaws.
•
Review the current Downtown Parking Reserve Fund and ensure the funds are used appropriately.
•
Recommend a comprehensive parking strategy for the downtown area that considers existing needs as well as the needs of the future.
The City completed a Downtown Revitalization Master Plan in June 2023 which describes a vision for Cranbrook where vehicles and active transportation users share the downtown area. The Plan also considered parking in the downtown area and identified a list of visions and actions specifically related to parking, which is shown below: •
Balance parking supply to promote vibrancy and support business.
•
Create a downtown parking strategy balance parking supply and location to focus on convenient parking for customers to support the downtown.
•
Manage existing parking lots to clearly indicate where visitor can and cannot park.
•
Examine the existing infrastructure and payment system to minimize operational cost to the City.
•
Examine how parking should be managed as redevelopment occurs within the downtown.
•
On and off-street parking is provided throughout the downtown area with approximately 800 onstreet parking stalls and 330 off-street parking stalls.
This Downtown Parking Plan and Strategy builds on the Downtown Revitalization Master Plan and the identified visions and actions listed above.
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2.0 EXISTING CONDITIONS The first step in developing the Downtown Parking Strategy was to review the current policies that exist around parking in the City as well as understand the existing parking supply and demand in the area, which is summarized in the following section.
The City’s relevant Bylaws and regulations are discussed below.
The City’s Zoning Bylaw 3977 (2019) defines the land use for different areas including residential, commercial, industrial, and includes requirements for off-street parking. These requirements ensure that developments provide adequate parking to meet the needs of their users. The Zoning Bylaw also includes design standards for layout of parking areas, including dimensions, access points, and landscaping.
To gain an understanding of the current parking fees and parking stall leasing conditions, the City’s current bylaws and policies around parking in the downtown area were reviewed: •
Streets Traffic and Parking Bylaw No. 4044, 2021 (Consolidated to May 27, 2024)
•
Fees and Charges Bylaw No. 3832, 2015
Different types of parking permits in the City of Cranbrook are summarized in Table 2-1 below.
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Commercial Use Parking Permits
Accessible Parking Permits
Resident Only Parking Permit
• Completed application (includes owner/operator info, vehicle description, commercial purpose) • Payment of applicable fees • Proof of current Business Licence
• People with disabilities or other recognized disability exemption
Issuance Requirement
• Member of Council (for City Business) • Freeman of the City • Past Members of Council • Current Members of Parliament or Legislative Assembly • Emergency operations Centre (EOC) members (when activated) • Residents aged 65 or over (licensed drivers)
• Completed application form with vehicle and address details • Proof of vehicle registration and residence
Usage
• Free parking up to one hour per location • EOC permits: No time limit • Director-approved permits: May exceed one hour
• Parking in metered spaces or commercial loading zones for up to 15 minutes with hazard lights flashing
• Parking for a maximum of one hour unless otherwise indicated by a Traffic Control Device
• Parking restrictions don’t apply in adjacent to permit holders’ residences
• Expires at midnight on December 31st of the year issued
Permit Expiry
• General permits: Expire two years from issue • EOC permits: No specified expiry • Permits related to Road Occupancy/Special Events: Specified by Director of Finance • Permits issued before bylaw adoption: Expire on December 31st of adoption year
Complimentary Parking Meter Permits
Restrictions
Upon determination by the City Engineer: • Ceases if the resident moves or vehicle details change • Invalid if altered or damaged
• Does not allow for conducting work or occupying the road right of way in a manner that would require a Road Occupancy Permit.
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Parking Permits may be revoked by the City Engineer if they were issued based on false, misleading, or fraudulent information, or for non-compliance with the Bylaw. Additionally, permits can be suspended or revoked to ensure public safety. If a permit is revoked due to non-compliance, no new permits will be issued to the same individual or entity until at least twelve months after the revocation date. The Director of Finance can grant rentals for parking spaces in a parking lot or metered spaces. Monthly rentals for parking lots are available through a Licence of Occupation at rates set by the Fees and Charges Bylaw. For metered spaces, daily, weekly, or monthly rentals can be arranged for businesses or government agencies, with the option to cover the meter head with a canvas bag or hood instead of removing it. Parking meter and permit fees in the City according to Bylaw No. 3993, No. 4044, and No. 4045 are: •
Commercial Use Parking Permits = $100.00 per year per permit.
•
Loading / Taxi Zones = $35.00 per year plus additional costs for signage per metered space.
•
Crossing Zones = $40.00 per metered space in the zone.
•
Leasing a Reserved Parking Space = $35.00 per month per space.
•
Rental of Metered Stalls: o
Daily = $10.00 per metered space
o
Weekly = $40.00 per metered space
o
Monthly = $100.00 per metered space
•
Meter Removal and Replacement = $15.00
•
Meter Rates: o
6 minutes = $0.05
o
12 minutes = $0.10
o
30 minutes = $0.25
o
60 minutes = $0.50
•
Access Permit = $50.00
•
Road Occupancy Permit = $50.00
•
Special Events Permit = No Fee
•
Overload/Oversize Permit = $50.00
•
Impounding and Removal Fees = $150.00
•
Meter Fines: o
Within 14 days = $25.00
o
Between 15 and 27 days = $50.00
o
After 28 days = $75.00
The City is responsible for maintaining all on-street parking and some of the off-street parking in downtown Cranbrook. The existing parking inventory within the study area is described in the following section.
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On-street parking in downtown Cranbrook is currently composed of a combination of pay parking, timerestricted, and unrestricted parking as illustrated in Figure 2-1, below. There is a total of approximately 1,347 on-street parking spaces in downtown Cranbrook. Current inventory and regulations of on-street parking were verified based on aerial imagery and Google Street View. Additionally, some capacities were confirmed by City Staff during direct data collection. Parking inventory on sections with unmarked parallel parking was estimated by dividing the length of the segments by the typical parking space length of 7 meters. According to Streets Traffic and Parking Bylaw No. 4044, unless otherwise posted, on-street paid parking rates are in affect from 9:00 am – 6:00 pm everyday except holidays as defined by the Interpretation Act. Parking fees are collected using a coin meter; no digital options of payment are currently available in Cranbrook. The maximum length of stay in a metered parking spot is one hour except for 111th Avenue S, 10th Avenue S, and 1st Street S (Parkside only) where patrons can park for maximum two hours.
There are currently eight parking lots owned by the City of Cranbrook, most of which are reserved parking as indicated below in Table 2-2. The locations of these parking lots are illustrated in Figure 2-1 below, and their parking capacities (provided by the City) and are listed in Table 2-21 below.
1
Lot #1 - 9th Ave
63
52
11
Lot #2
21
21
0
Lot #3 - 10th Ave N
15
15
0
Lot #4 - McKinnon Lot
122
45
77
Lot #5 - South City Hall
13
13
0
Lot #6 - North City Hall
30
30
0
Lot #7 - 12th Ave
17
17
0
Lot #8 - 8th Ave
73
38
35
Total
354
231
123
These numbers are approximates based on the information provided by the City.
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Parking data was collected in the spring and summer of 2024, and included occupancy and turnover data as described below. This data was analyzed to determine existing parking demand, as summarized below in Section 2.4, and identify any issues or concerns or potential opportunities for optimization through this plan and strategy.
The parking occupancy data captured snapshots of the parking usage at various times of day. On-street parking data was recorded by block and side of the road and included a total number of parked vehicles on each segment. Off-street parking data recorded the total parked vehicles in each parking lot. Both onstreet and off-street parking occupancy data was captured during three time periods: •
Morning (8:00am to 10:00am),
•
Afternoon (12:00pm to 2:00pm), and
•
Evening (4:00pm to 6:00pm).
Data was collected on two days (weekday and weekend day) during both spring and summer in 2024, as summarized below: WEEKDAY
WEEKEND DAY
SPRING
Thursday April 25th
Saturday April 27th
SUMMER
Thursday July 18th
Saturday July 27th
Parking turnover indicates how long people are parked in a single space. This is achieved by recording the first three digits of vehicle license plates parked at frequent (~30 minute) intervals. Like the parking occupancy data, the parking turnover data was recorded by block segment and by side of the road. For this analysis, parking turnover data was collected for the area surrounded by and including 9 th Avenue, 11th Avenue, Baker Street, and 1st Street as shown in Figure 2-2. Turnover data was collected on two days (weekday and weekend) in both spring and summer of 2024. The spring data was collected approximately every 30 minutes with a gap of two hours from 1:00 pm to 3:00 pm. Similarly, the summer data were collected every half an hour but with a gap of one and half an hour from 1:30pm to 3:00pm. The dates and times that turnover data was captured is summarized below:
WEEKDAY Date SPRING
Thursday April 11th
SUMMER
Wednesday July 24th
WEEKEND DAY Times
11:00 am – 1:00 pm; 3:00 pm – 4:00 pm 11:00 am – 1:30 pm; 3:00 pm – 5:30 pm
Date Saturday April 20th Saturday July 20th
Times 11:00 am – 1:00 pm; 3:00 pm – 5:00 pm 11:00 am – 1:30 pm; 3:00 pm – 5:30 pm
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The parking data collected, summarized above, was analyzed to determine existing parking demand and utilization in downtown Cranbrook. The analysis revealed key patterns and trends in parking usage. Results will be used to inform strategy recommendations for optimizing parking management in downtown Cranbrook. Figures summarizing the parking data are included in Appendix A.
Key observations in the spring on-street parking occupancy data are identified below. Parking demand tends to be highest in the afternoon, which is illustrated below in Figure 2-3 and Figure 2-4, showing illustrated spring weekday and spring weekend day, respectively. •
Generally, the on-street parking in the study area has more capacity than the utilization. Most of the road segments have less than 50% parking occupancy throughout the day. Baker Street, Cranbrook Street N, and 1st Street N tend to be better utilized.
•
On-street parking in residential areas tends to be underutilized on both spring weekday and weekend day.
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•
•
On a typical spring weekday, on-street parking utilization tends to be higher in the morning and afternoon than evening. o
On a spring weekday, the parking is most utilized in the afternoon; specifically, higher demand was observed on Baker Street from 9th Avenue to 11th Avenue where the utilization reached above 85%
o
The parking utilization is lower on spring weekday evening.
On a typical spring weekend day, on-street parking demand tends to be higher in the afternoon than morning and evening. o
•
On spring weekend day, on-street parking is well utilized on Baker Street from 10th Avenue to 12th Avenue and on 9th Avenue from Baker Street to 1st Street S.
On-street parking demand in most of the study area tends to be under 50% full at all times of day.
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Key observations in the summer on-street parking occupancy data are listed below. Parking demand tends to be highest in the afternoon, which is illustrated below in Figure 2-5 and Figure 2-6, on a summer weekday and weekend day, respectively. •
Similar to overall on-street parking demand trends observed in the spring, on-street parking demand in the summer tends to be below the available capacity.
•
On-street parking tends to be the most utilized in the afternoon, and specifically in the areas noted below:
•
o
On weekdays, higher demand was observed on Baker Street from 9th Avenue to 12th Avenue where the utilization was above 85%.
o
On weekend days, higher demand was observed on Baker Street (between 10th Avenue and 12th Avenue), 1st Street South (between 9th Avenue and 11th Avenue), and 9th Avenue (between Baker Street and 1st Street South).
Most of the study area tends to have less than 50% of on-street parking utilization in the summer.
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The off-street parking occupancy data captures snapshots of parking utilization in the City-owned parking lots in the morning, mid-day, and afternoon of both weekday and weekend day. The spring off-street parking occupancy is summarized in Table 2-4. Key highlights observed in the data and from on-site observations include: •
Lot #3 is well utilized throughout the entire day on the spring weekday but not on the spring weekend. Similarly, Lot #7 is well-utilized on the spring weekday with all reserved parking but not on the spring weekend.
•
Lot # 2, 5, 6 are the City Hall parking lots. Based on the on-site observation they are full all day with staff reserved parking on the spring weekday, but there are less than 5 cars on the spring weekend in these parking lots as they are all reserved parking.
•
According to the on-site observations, 12th Avenue & Kootenay Street N Lot tends to be relatively empty in the morning and fills up by noon and stays full for the rest of the afternoon until about 5 pm. This tends to be the same on weekends.
•
In Lot #1, 52 out of the total 63 parking stalls (83%) are reserved. However, only about 57% are utilized during the spring weekday peak (morning) and only about 27% are utilized during the spring weekend peak (mid-day). There are currently 10 people on the waiting list.
•
35 out of 38 (92%) are reserved parking stalls in Lot #8; however, only about 71% are utilized during the spring weekday peak (mid-day) and about 42% are utilized during the spring weekend day peak (mid-day).
•
Generally, all the City owned off-street parking lots had low parking demand relative to available capacity on the spring weekend day.
Spring Weekday Occupancy City Owned Rented Stalls
Spring Weekend Day Occupancy
# of Stalls
AM
MID
PM
AM
MID
PM
Lot #1 - 9th Ave
63
57%
44%
27%
6%
27%
8%
Lot #2 – Centre City Hall
21
Lot #3 - 10th Ave N
15
80%
80%
80%
27%
13%
Lot #4 - McKinnon Lot
122
44%
7%
19%
6%
Lot #5 - South City Hall
13
Lot #6 - North City Hall
30
Lot #7 - 12th Ave
17
94%
88%
29%
53%
24%
Lot #8 - 8th Ave
73
27%
37%
7%
22%
16%
88%
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The summer off-street parking occupancy data is summarized in Table 2-5. Key highlights observed in the data include: •
Generally, the City-owned parking lots have low demand relative to available capacity in the summer.
•
Most of the parking stalls in these lots are reserved. However, on weekday, all the parking lots had low parking demand relative to available capacity except for Lot #7 during the midday when it had 88% of utilization.
•
The parking demand on summer weekend day is significantly lower compared to summer weekday.
Summer Weekday Occupancy
Summer Weekend Day Occupancy
# of Stalls
AM
MID
PM
AM
MID
PM
Lot #1 - 9th Ave
63
43%
40%
25%
2%
32%
2%
Lot #2 – Centre City Hall
21
57%
57%
24%
5%
5%
10%
Lot #3 - 10th Ave N
15
13%
53%
40%
0%
13%
0%
Lot #4 - McKinnon Lot
122
34%
47%
20%
11%
22%
4%
Lot #5 - South City Hall
13
31%
23%
38%
0%
46%
23%
Lot #6 - North City Hall
30
43%
33%
10%
3%
10%
7%
Lot #7 - 12th Ave
17
59%
88%
53%
0%
6%
0%
Lot #8 - 8th Ave
73
12%
32%
16%
1%
8%
0%
City Owned Rented Stalls
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Parking turnover data was collected for the area surrounded by and including 9th Avenue, 11th Avenue, Baker Street, and 1st Street. There are 272 parking stalls in total within this area. Both spring weekday and spring weekend parking turnover were analyzed by determining how long the same vehicle was observed in the same location. Key highlights from the spring parking turnover analysis are summarized below: •
On spring weekday, about 53% of the vehicles stayed less than half an hour and the average duration of stay was approximately 40 minutes. Parking turnover on the spring weekday is summarized below in Table 2-6.
•
Overall trends on the spring weekend day are similar to the spring weekday. However, the demand is slightly higher than the spring weekday. About 54% of the vehicles stayed less than half an hour and the average duration of stay is approximately 45 minutes. Parking turnover on the spring weekend day is summarized below in Table 2-7.
•
Parking within the study area is restricted to maximum of two-hours and is paid parking. However, approximately 4% of the vehicles exceeded this two-hour limit on the weekday, and about 5% did so on the weekend day, and one and four vehicles on weekday and weekend, respectively, remained parked for the entire duration of the data collection period. o
On weekday, these long-stay vehicles were dispersed throughout the area.
o
On weekend, a significant portion (52%) of these long-stay vehicle was found on 9th Avenue between Baker Street and 1st Street S. This street also had the highest parking occupancy throughout the day. Parking Duration
# of Cars
% of Total Cars
<0.5h
321
53%
0.5-1h
126
21%
1-2h
133
22%
2h-5h
22
4%
>5h / All Day
1
0%
Total
603
100%
Parking Duration
# of Cars
% of Total Cars
<0.5h
346
54%
0.5-1h
110
17%
1-2h
147
23%
2h-6h
31
5%
>6h / All Day
4
1%
Total
638
100%
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Key highlights observed from summer parking turnover data are summarized below: •
The summer parking turnover analysis found similar patterns to the spring parking turnover analysis. However, there is an increase in the number of vehicles arriving this area during the summer compared to spring.
•
About 58% of the vehicles parked for less than half an hour on the summer weekday and the average parking duration was approximately 35 minutes. Parking turnover on the summer weekday is summarized below in Table 2-8.
•
About 57% of the vehicles parked for less than half an hour on the summer weekend day and the average parking duration was approximately 40 minutes. Parking turnover on the summer weekend day is summarized below in Table 2-9.
•
Approximately 3% and 7% of the vehicles on weekday and weekend day, respectively, exceeded the two-hour parking limit. o
Streets with the highest concentration of long-stay vehicles were 9th Avenue between Baker Street and 1st Street S and Baker Street between 10th Avenue and 11th Avenue.
o
On a weekday, 30% of these long-stay vehicles were found on 9th Avenue between Baker Street and 1st Street S, while 26% were on Baker Street between 10th Avenue and 11th Avenue.
o
On a weekend day, 30% of these long-stay vehicles were on 9th Avenue between Baker Street and 1st Street S, and 22% were on Baker Street from 10th Avenue to 11th Avenue.
o
These streets also had the highest parking occupancy throughout the day. Parking Duration
# of Cars
% of Total Cars
<0.5h
593
58%
0.5-1h
253
25%
1-2h
139
14%
2h-6.5h
29
3%
>6.5h / All Day
1
0%
Total
1,015
100%
Parking Duration
# of Cars
% of Total Cars
<0.5h
457
57%
0.5-1h
189
24%
1-2h
100
13%
2h-6.5h
50
6%
>6.5h / All Day
4
1%
Total
800
100%
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The key findings from the existing conditions review are listed below: •
Currently, both on- and off-street parking in downtown Cranbrook tends to have capacity throughout the day in both the spring and summer, which means drivers can likely find a parking spot relatively easily when visiting downtown.
•
City-owned off-street parking lots tend to be well utilized on spring weekday, but mostly by people with reserved/leased spots. These parking lots are typically underutilized on spring weekend day.
•
City-owned off-street parking lots are generally less utilized in summer compared to spring, especially on the weekends.
•
More than half of people who parked in paid parking zones stayed less than half and hour in both spring and summer.
Future parking demand will likely increase as population grows and development occurs in Cranbrook. However, it is unlikely that parking demand will grow linearly with population and development as people’s travel patterns and preferences shift with changing culture around transportation. Current trends in transportation are shifting towards more sustainable modes, including active transportation, transit, micro-mobility, electric vehicles, and concepts such as Transportation as a Service. Federal, Provincial, and local governments, including the City of Cranbrook, are encouraging this shift which will result in fewer people traveling by personal vehicle and hence reduce parking demand. While it is expected that parking demand will continue to rise in the near and mid-term future, it is challenging to predict and quantify future parking demand given the evolving transportation environment. Therefore, the recommendations in this plan are based on the assumption that parking demand will continue to rise at a similar rate to historic population growth. The population in City of Cranbrook has increased by 2.3% from 2016 to 2021 according to Statistic Canada. This growth suggests that the current parking inventory (which was shown to have generous supply during peak times) will likely be adequate to accommodate future demand in the foreseeable future.
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3.0 GUIDING PRINCIPLES A set of guiding principles was developed to assist the plan and strategy recommendations, which build upon previous City planning initiatives: •
Balance Supply and Demand – Maintain on-street parking where demand is high to support business vitality and to provide a traffic calming effect. Consider reducing parking in areas with lower demand and reallocate space for development, alternative modes, etc.
•
Develop a Self-Funded Parking System – The parking system should pay for itself to avoid the need for tax-based funding for future initiatives or infrastructure.
•
Ensure Customer Service and Accessibility – Enhance accessibility by optimizing payment methods, ensuring equitable practices, and providing real-time information, fostering vibrant commercial zones and balanced communities.
•
Collaborate with Institutions, Businesses, and Developers – Coordinate parking policies and strategies with private and institutional sectors to find efficient and cost-effective solutions for parking and transportation needs.
•
Support a More Diverse Transportation System – Encourage alternatives to single-occupant vehicle by promoting and incentivizing walking, cycling, and use of public transit. Consider opportunities to incorporate EV charging stations to support a shift towards sustainable transportation.
The guiding principles for Cranbrook's parking strategy include balancing supply and demand, developing a self-funded parking system, ensuring customer service and accessibility, collaborating with institutions and businesses, and supporting a diverse transportation system.
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4.0 BEST PRACTICE REVIEW & RECOMMENDATIONS Industry best practices were reviewed pertaining to parking management and optimization, which are presented in the section below. Current best practice for on-street parking inventory and price management is to remain below 85% occupancy rate for on-street parking and 90% for off-street parking. An on-street parking occupancy rate of 85% generally means that the parking facilities are well utilized, but there are a few parking spaces available so that people do not have to spend time circling the block to find an open space. Off-street parking is generally more directed toward longer-term parking and have a higher target occupancy rate since the facilities are generally more concentrated. The best practices and recommendations are provided in the section with these targets in mind.
Implementing appropriate parking policies can overall optimize parking utilization and management. Best practices in parking policies and management are presented below, along with considerations and recommendations for the City of Cranbrook.
A "cash-in-lieu" payment option allows developers to pay the City a lump sum instead of providing the full number of parking spaces required by the zoning regulations. The parking occupancy analysis found that capacity is available in both on- and off-street parking with the current inventory and demand. Reducing the mandatory parking requirement allows for more space to be used for other purposes, such as active transportation networks, green spaces, additional housing units or commercial development, leading to more vibrant and sustainable urban areas. Contributions collected through the cash-in-lieu program can be directed towards enhancing parking infrastructures and management. Potential uses for these funds include constructing a parkade, investing in digital parking payment and management technologies, and supporting active transportation by constructing bike lanes and expanding sidewalks.
•
Consider introducing Cash-in-Lieu payments in the Zoning Bylaw to reduce parking requirements for developers.
Ensuring parking restrictions are enforced is crucial for ensuring parking is used effectively and as intended. If low compliance is observed, one solution is to increase fines for violations, particularly for vehicles that exceed the time limits in on-street parking stalls. While some vehicles remain parked beyond the restricted two-hour limit in paid parking zones, the occurrence of violation in downtown Cranbrook is relatively low, at just 5% based on the data collected for this study and analysis. Compliance of users paying for parking was not captured and is not known at this
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time. If the City is concerned with low compliance of users paying for parking, further investigation could be pursued. This data will be more easily obtained through a digital payment method, if implemented.
•
Maintain current parking fines.
•
Monitor compliance in the future and consider increasing parking violation fines if low compliance continues and increases.
Providing clear communication to where public parking is available is important to optimize parking utilization in the city, especially for visitors who are unfamiliar with the area. Generally, static signs at key entry points and intersections to the downtown are helpful for drivers. Additional information such as recreation vehicle (RV) parking can also be beneficial for visitors.
•
Implement static signs at parking lot entry points and nearby intersections with additional information on recreation vehicle parking and electric vehicle charging stations.
As part of the City’s effort to support its senior population and make downtown more accessible for older residents, introducing a policy that offers free parking for seniors for up to two hours once a day would provide convenience and encourage more frequent visits to local businesses and services. Initiatives like this not only serves as a valuable perk for seniors but also helps promote inclusivity and community engagement.
•
Consider implementing programs such as “Free Parking for Seniors” for up to two hours once a day and integrate it with digital payment system.
•
Conduct pilot programs in select areas, such as “Free Parking for Seniors”, to test a digital payment app’s functionality, user acceptance, and system integration.
•
Engage with stakeholders, including seniors’ organizations, local businesses, and community groups, to design and implement parking programs that meet community needs.
Adjusting parking prices is a proven strategy for managing demand and optimizing parking space utilization. Increasing the price of parking and implementing variable price are discussed below.
One effective strategy to optimize parking management and increase the revenue for the City is to increase the parking rates. The current on-street parking rates are $0.50 per hour and $1.00 for two hours from Monday to Saturday which are relatively low comparing to other jurisdictions. For example, the onstreet parking rates in Vernon is $1.25 per hour from 9:00 am to 6:00 pm, Monday to Saturday.
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In comparison, the bus transit fare in Cranbrook (operated by BC Transit) is currently $2.25 for a single ride and $3.75 for a day pass; this is much more for a user to take public transit than to drive and park downtown. This disparity in price will discourage people to use public transit, as driving and parking are considerably cheaper. Further, ensuring on-street parking rates are higher than off-street parking rates can encourage the use of parking lots and optimize parking distribution as well as reduce on-street parking demand allowing the City to allocate right-of-way space for other uses (such as active transportation, parklets, etc.). Raising the parking rates could generate additional revenue for the City, which can be reinvested into parking infrastructure improvements and maintenance. Higher parking rates can also encourage people to use public transit, which can also help reduce traffic congestion and greenhouse gas emissions.
•
Increase on-street parking rates to the proposed rates:
On-Street Parking Minutes Rate 15 $0.25 30 $0.50 60 $1.00 120 $2.00 •
Off-Street Parking Lots Hourly $0.75 Daily $5.00 Monthly $50.00
Maintain the current times when paid parking is in effect (from 9:00 a.m. to 6:00 p.m., Monday to Saturday).
Implementation of variable pricing based on parking demand can encourage turnover and mitigate high demand during peak times. Higher parking fees during peak times can encourage people to shift their travel patterns during peak periods by taking alternate modes or adjusting their schedules to avoid peak times and can also encourage shorter stays during peak periods. Currently in Cranbrook, the midday (12 pm to 2 pm) on both weekday and weekend is the peak parking demand period. Therefore, the City could increase parking rates from 12 pm to 2 pm to ensure the parking availability during the peak hours.
Another variation is implementing variable pricing by location, where rates in popular locations are higher and rates in underutilized areas are lower to encourage use in other areas and utilize all parking capacity available. An example of variable rate parking by location is the City of Vancouver which completes annual onstreet parking rate adjustments. Vancouver increases rates in any location with over 85% occupancy and decreases rates in locations with less than 60% occupancy.
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Approximately 5% of the vehicles exceed the two-hour limit in paid parking zones in Downtown Cranbrook in a day. The City could consider increasing the maximum parking time from two hours to three hours in lower-demand locations. This could be combined with charging a higher fee for the third hour. This would accommodate longer parking needs while managing turnover and maximizing revenue. An example of increased rate for additional period is in the City of Kamloops. In Kamloops, the first 2hours of on-street parking is priced at $1.25/hour and the third hour is priced at $2.50/hour. This approach offers user with more flexibility while still encouraging shorter stays.
•
Consider increasing parking rates by $0.25 during peak hours (12pm to 2pm).
•
Consider increasing parking rates (for example $1.25 per hour) on streets with higher parking demand (such as Baker Street and 9th and 10th Avenue between Baker Street and 1st Street South).
•
Consider extending the time limit to three hours with the third-hour at doubled rate.
•
Integrate variable pricing strategy with digital payment systems.
Parking spots in the off-street City-owned parking lots in downtown Cranbrook are mostly leased by month. However, many of the lots were observed to be underutilized during weekdays, and especially on weekend days. Charging parking fees in smaller periods provides flexibility for drivers to pay to park for only the time they need to. This also ensures the existing parking capacity is utilized efficiently and optimally. Restructuring the fee method of the parking lots and switching from leased stalls to public paid parking provides more flexibility by allowing anyone to use the parking stalls when available and only for as long as they need to park there. This also allows the public to use these spaces in the evening and weekend when businesses corresponding to the lease holders may not be in operation. An additional benefit to restructuring the payment method from monthly to pay-on-demand is that it can encourage drivers to take other forms of transportation to downtown, such as walking, cycling, transit, or carpool. This can be a transportation demand management (TDM) tactic and reduce overall congestion in the downtown area and increase use of alternative modes of transportation. Additionally, moving away from reserved off-street parking systems and implement a first-come, firstserved, public hourly paid parking can help increase turnover, increase utilization, and potentially increase revenue from pay-per-use parking.
•
Consider phasing out monthly leases on Lot #2, #5, and #6, and offer users with weekly or daily leasing plans to provide more flexibility. Clearly communicate the benefits of the new system to current leaseholders to ensure a smooth transition.
•
Implement a first-come, first-served, hourly and daily paid parking in Lots #1, #4, and #8 where lower demand is observed. Integrate this program with digital payment system to increase user-friendliness and accessibility. | 24
Reconfiguring parking layouts can significantly enhance efficiency and capacity within existing parking facilities. Some options include a parking structure, changing angled parking to parallel parking, reallocating parking space for active transportation facilities, and introducing adaptive reuses of parking spaces; this can promote more efficient land use and improve active transportation infrastructures..
Parking structures (or “parkades”) provide additional parking capacity while optimizing space utilization. Unlike surface parking lots that require extensive land area, a parkade leverages vertical space to provide multiple levels of parking, which can greatly increase capacity without expanding the physical footprint of the parking facility. Multi-story or modular designs can be particularly effective in constrained areas. In downtown settings, a parkade addresses increasing parking demand, especially in areas with significant new development anticipated resulting in additional parking pressures. This can hence reduce congestion and improving accessibility for residents, workers, and visitors. In addition, a parkade can offer features such as EV charging stations and secure bike parking. However, parkades are typically costly to construct and maintain. In Cranbrook, current parking utilization is relatively low and a parking structure likely isn’t desirable given the high capital and maintenance costs associated. However, a parking structure could be considered in the future if significant development is experienced to address increasing parking needs and support urban development.
•
Consider Lot #4 or Lot #8 as potential sites to construct a future parkade. These two lots are reasonable options since they are the largest City-owned parking lots in the downtown area and both currently have low utilization. With a centralized parkade, the City could phase out other smaller scattered parking lots. These lots can then be repurposed for more beneficial uses such as commercial, residential, or mixed development which can stimulate economic growth. These lands could also be converted into green spaces and public amenities to contribute to vibrancy and livability in downtown Cranbrook.
Converting angled parking to parallel parking reduces overall parking capacity; however, it could be considered where current on-street parking is underutilized and/or where additional space is desired. This approach can increase surface area on streets which can be redeveloped to widen the driving lanes, increase green space, add bike lanes, or install parklets. Additionally, converting angled parking to parallel can improve the aesthetic appeal of the area by reducing the visual clutter often associated with angled parking configurations. As a result, the parking area can be more effectively integrated into the surrounding urban environment, enhancing both functionality and visual appeal.
•
Consider converting angled parking to parallel parking on Baker Street.
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Repurposing some of the underutilized on-street parking stalls to active transportation facilities can help to enhance the City’s transportation system. Currently, on-street parking utilization on most of the roads within downtown Cranbrook is under 50%, indicating that these spaces are not being used to their full potential. The right-of-way could be reconfigured on some sections with lower parking utilization to reallocate the space for parking lanes to bike lanes or other active transportation facilities to promote active transportation and enhance the City’s bike network. Dedicated bike lanes can provide a safer environment for cyclists, encouraging more people to choose biking as a mode of transportation and hence reducing traffic congestions, lower carbon emissions, and can also attract more tourism. Improving the active transportation network encourages a shift from car dependency to create a more vibrant, accessible, and environmentally friendly city. This would align with the City’s Active Transportation Plan to provide safer and more convenient routes for cyclists, reducing traffic congestion and supporting healthier lifestyles. Reallocating on-street parking spaces to painted bike lanes or wider sidewalks on streets with low parking occupancy is desirable. For example, parking on 1st Street S / Louis Street and on 2nd Street S was observed to be underutilized.
•
Redevelop the on-street parking spaces on 2nd Street South to protected bike lanes to align with the City’s Active Transportation Plan.
•
Widen sidewalks on 1st Street South / Louis Street to increase the safety and walkability for pedestrians.
Another approach to optimize underutilized parking spaces is to allow for their adaptive reuse, which means temporarily or seasonally converting on-street parking spaces into pop-up businesses or patios. This strategy can benefit local businesses and create vibrant urban experiences. The City currently has a Downtown Seasonal Patio Bylaw (Bylaw No. 4083, 2022) which has been successful in the past and supports local businesses and economy. Additionally, the City can explore new possibilities, such as closing entire streets for community events, to further support the vibrancy of downtown. These events can create vibrant street-level activity, support local businesses, and add unique character to neighborhoods. This could be achieved by collaborating with the Downtown Business Association to host events in downtown and create a parking plan for special events that may reduce parking supply and increase parking demand. Events that close entire blocks to vehicle traffic could be explored as pilot projects to showcase the benefits of pedestrian-focused spaces and test the feasibility of reduced parking downtown. Baker Street hosts many restaurants and businesses, which may be a good location to pilot closing the downtown blocks of Baker Street for events. It is recommended that the City gather feedback from the community and businesses following any pilot projects to understand and assess the impact and refine future initiatives.
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•
Maintain the existing Downtown Seasonal Patio Bylaw (Bylaw No. 4083, 2022) and continue to seek feedback from businesses and the community on ways to improve it.
•
Explore the opportunity to close entire blocks, such as Baker Street, for community events, farmers’ markets, or cultural activities as a pilot project. This may also showcase the feasibility of reduced parking.
Leveraging technology in parking management through innovative solutions can improve user experience and operational efficiency. Advanced systems such as smart digital payment systems and real-time occupancy signs can streamline parking processes, reduce congestion, and provide valuable data for ongoing optimization.
There are several benefits with replacing coin-operated parking meters with digital payment options. It enhances convenience by allowing users to pay with mobile apps or credit cards, which reduces transaction time and encourages more parking utilization as it allows users without cash to park more conveniently. Digital systems can improve revenue collection through more accurate tracking of parking fees. This also allows user to purchase on-street parking remotely in small increments which encourages user to only stay as long as they need and extend their stay if needed. Moreover, digital payment systems can improve accessibility for users, including those with disabilities who may find traditional meters challenging. Overall, transitioning to digital payment methods modernizes parking infrastructure, improves the overall management and user experience, and encourages parking utilization in downtown Cranbrook. Various digital payment systems are available, including HotSpot Parking App, which is currently utilized by the Canadian Rockies International Airport. This app allows users to make secure, contactless payment, remote top-ups, and it refunds unused parking sessions back to the users. In addition, this app features real-time parking maps that allow users to find available parking more easily which can reduce the time spent looking for a parking spot.
•
Introduce a digital payment system to downtown Cranbrook. Consider using the HotSpot Parking app to be consistent with the airport.
•
Consider integrating initiatives such as “Free Parking for Seniors” and “Variable Pricing” with the digital payment system.
Enhanced signage and digital information systems guide drivers to available parking spaces efficiently by providing real-time updates on parking availability which can reduce congestion and the need for drivers to drive further to find a parking spot. This improves parking management and user experience. Additionally, data collected from these systems can be used to analyze parking patterns and inform future
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planning and policy decisions. For instance, understanding peak parking times and areas of high demand can help the city optimize its parking resources and adjust rates dynamically. An example of real time parking availability signage is in Kelowna where there is digital parking availability signages at the Library Plaza Parkade and the Memorial Parkade, as shown below in Figure 4-1. The digital signs display the real-time available parking spaces inside the parkades which direct visitors to available parking and reduce the time spent for searching for parking.
Real time digital parking availability information could be installed outside of City-owned parking lots to enhance the overall efficiency and user experience of the parking system, and optimize parking utilization in downtown Cranbrook.
•
Real time digital parking availability signage is more common with a parkade. Therefore, the implementation of real time digital parking availability signage could be considered in the future if a parkade is constructed.
By installing more electric vehicle (EV) charging stations, the City can support the growing number of EVs and encourage their use by providing convenient charging options. This investment not only meets the needs of current EV owners but also promotes sustainability. Strategically placing these stations in both on-street and off-street parking zones ensures that drivers have easy access to charging facilities, which can improve overall satisfaction and attract more EV users to the area.
•
Continue to provide and implement on- and off-street EV charging stations.
•
Implement the strategies outlined in the Electric Vehicle (EV) Charging Plan.
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5.0 FINANCIAL REVIEW The City of Cranbrook maintains a Downtown Parking Reserve Fund (DPRF) for the provision of facilities and services supportive of downtown revitalization and parking, land acquisition, paving, construction, line painting, lighting, furniture, landscaping, signage and pedestrian linkages within the specified downtown area. Contributions to the DPRF come from the net proceeds of parking revenue within the downtown area. The contributions consist of revenue generated from the parking meters, parking lease agreements, fines, and interest. There are currently no plans to expand the paid parking in Cranbrook and thus any increases in revenue would be driven by increased pricing or usage. The appropriations consist of transfers out of the fund for capital and maintenance expenditures, employee salaries, operation parts and supplies, replacement parts, equipment fees, and other small miscellaneous costs. Based on available data, the parking reserve fund is slowly increasing over time, though recent expenditures have brought the total reserve balance down since 2020. The effects of the COVID-19 pandemic can be seen in the data with fewer people parking downtown and lower interest rates. The contributions, appropriations, interest, and resulting year end balance for the period between 2014 and 2023 are illustrated in Figure 5-1, below.
$100,000s
$12
Contributions
$10
Interest Earned
$8
Year End Balance
Appropriations
$6 $4 $2 $$(2)
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
Future expenditures could include upgrades to existing parking in Cranbrook (i.e., digital payment implementation, repairs, beautification, etc.) or expansion (i.e., new parking lots or structures). While the City’s current income from parking fees and fines is low, increases to the parking rates and optimized parking management is expected to increase the cash flow and provide more opportunities to improve parking maintenance, operation, enforcement, and improvements. However, additional operations and maintenance costs for the digital payment system and enforcement may be realized.
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In 2023, the Downtown Parking Reserve has a total income (surplus and interest) of approximately $94,000 and $123,000 of expenses and a total ending balance of $743,000. The current balance and historic cashflow indicate that significant capital investments may not be feasible without specific strategies in place to build the reserve fund for larger expenditures in the future. The City should review their current Downtown Parking Reserve to estimate future incomes with higher parking fees, and confirm ongoing maintenance and operation costs to determine their cash flow under the new fee structure. Larger capital projects, such as constructing a parking structure, will require funding from other sources given the small income of the Downtown Parking Reserve. However, opportunities to partner with other City departments and other organizations exist to implement capital projects. A parking structure or parkade could be built in partnership with other City departments, adjacent businesses, new developers, etc. Depending on the location and nature of the development, there may also be opportunities to incorporate a parking structure with another development to save and share the cost. For active transportation projects, Government grants are available to help the City fund projects which improve or add to the active transportation network.
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6.0 IMPLEMENTATION STRATEGY & NEXT STEPS A proposed implementation strategy is presented in the following section for the recommendations presented above in Section 4.0. Any changes to the current parking inventory, configuration, management, policies, etc. should be implemented with the following considerations: •
Parking changes should be implemented outside of winter months (when winter weather conditions impact people’s travel choices and patterns).
•
Education and awareness campaigns should be pursued to inform the public of the changes and ensure buy-in and understanding in the community.
•
Engage with stakeholders, including local businesses, residents, developers, and community groups to ensure that the changes in parking meet the needs of all parties.
Short-term strategies in the Parking Plan include introducing the digital payment systems, encouraging the use of designated parking lots by strategically revising the parking leasing and fee’s structure, and introducing cash-in-lieu payment.
To implement the digital payment systems effectively, the City should consider the following: •
Explore digital payment systems and apps, including the HotSpot Parking app, to determine the best fit for the City’s needs.
•
Integrate “Free Parking for Seniors” program and “Variable Pricing” into digital payment systems.
•
Monitor and evaluate the performance of the digital payment system regularly, use the data collected to refine and enhance parking management strategies over time.
To effectively implement the recommendations on parking pricing adjustment, the City should consider the following: •
Increase the hourly meter rate as recommended in Section 4.2.1.
•
Integrate variable rates in a digital payment system as recommended in Section 4.2.2.
•
Gradually phase out monthly leases on Lot #2, #5, and #6, offering users the option to switch to weekly or daily leasing plans.
•
Integrate a digital payment system to facilitate the shift to first-come, first-served hourly and daily paid parking in Lot #1, #4, and #8.
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•
Review and adjust pricing for on-street and off-street parking to ensure that off-street options are more cost-effective, encouraging their use. Regularly review these pricing structures to ensure they remain effective in managing demand.
To effectively implement the Cash-in-Lieu Payment program, the City should consider the following: •
Define and add cash-in-lieu option in the Zoning Bylaw, include the process for developers.
•
Determine an appropriate fee structure to balance the financial offset and potential parking impacts in other areas of the city.
•
Ensure transparency in the process and communicate how the collected funds will be utilized for community benefits. Prioritize investments in active transportation infrastructures, public spaces, and other City improvements that benefit the community.
•
Regularly assess the impact of the cash-in-lieu program on development patterns, parking availability, and transportation use. Adjust policies and fees as necessary to ensure they continue to meet the City’s objectives.
Short- to medium-term strategies in the Parking Plan include reconfiguring on-street parking spaces.
To effectively implement the recommendation on parking reconfiguration, the city should consider the following: •
Develop a phased plan to convert selected parking spaces as recommended in Section 4.3.2, 4.3.3, and 4.3.4.
•
Maintain the policy on seasonal patio and explore the opportunities to close entire blocks for hosting community events, ensuring they are accessible, safe, and beneficial for all.
•
Align projects with the Active Transportation Plan. Redevelop on-street parking spaces to active transportation facilities and ensure that they fit into the broader active transportation network, prioritizing routes that connect key areas or fill gaps in existing infrastructure.
Long-term strategy in the Parking Plan is to centralize off-street parking so that the City-owned lands can be redeveloped to enhance the urban environment and to boost the economy.
To successfully implement the recommendation of constructing a parkade, the city should consider the following: •
Conduct a feasibility study to determine the if Lot #4 or Lot #8 is an optimal location, including a cost estimate and a design for the parkade, considering factors such as accessibility, capacity needs, and integration with existing transportation networks. | 32
•
Develop a phased plan to gradually reduce the number of city-owned surface parking lots, starting with those that are least utilized or located in prime areas for redevelopment such as Lot #1.
•
Explore funding options for the construction of the parkade, such as public-private partnerships, grants, or municipal bonds, to minimize financial impact on the city’s budget.
•
Establish policies and guidelines for the redevelopment of former parking lot sites, prioritizing projects that contribute to the city’s economic, social, and environmental goals.
•
Implement real-time digital parking availability signage with the construction of parkade.
Encouraging the use of public transit and Transportation as a Service programs is an ongoing strategy in the Parking Plan.
To effectively promote Transportation as a Service program to reduce the parking demand, the City should consider the following: •
Collaborate with private companies to provide accessible, affordable, and convenient ride-sharing and car-sharing options.
•
Invest in construction of dedicated pick-up and drop-off zones for ride-sharing vehicles.
•
Invest in public transportation infrastructure improvements, ensuring reliable and frequent services that meet the needs of all residents.
•
Introduce incentives for businesses and residents to adopt alternative transportation modes, such as subsidies for public transit passes or tax breaks for using car-sharing services.
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