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City of LA Bike Parking Draft Ordinance

City of LA Bike Parking Draft Ordinance

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Published by Heather Bleemers

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Published by: Heather Bleemers on Apr 04, 2011
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08/06/2014

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1
DEPARTMENT OF CITY PLANNINGRECOMMENDATION REPORT
 
CITY PLANNING COMMISSION CASE NO:
BPR032
DATE:
03/20/2010
CEQA:
BPR123
TIME:
8:00 AM
LOCATION:
Citywide
PLACE:
Council Chambers
COUNCIL DISTRCIT:
All
 PLAN AREAS:
All
PUBLIC HEARING REQUIREDSUMMARY:
A proposed ordinance that amends Sections 12.21, 12.24, and 12.22 of the Los AngelesMunicipal Code (LAMC) to require bicycle parking spaces for new multi-family residential development
s
.
RECOMMENDED ACTIONS:
1.
 
Adopt
the staff report as
City Planning Commission's
report on the subject
.
 2.
 
Adopt
the findings included in Attachment 1
.
 3.
 
Approve
the proposed ordinance (Appendix A) and recommend its adoption by the City Council.
 
2
 
SUMMARY
Currently, the City
of Los Angeles
’ zoning and building codes require bicycle parking for commercial (C) and
manufacturing (M) zones but not multi-family zones. This
 
inconsistency discourages residents living insuch zones
from
mak
ing
bicycle trips
due to
the lack of secure parking. In addition, there tends to be ashortage of affordable housing in the City. By allowing developers to suppl
ant
vehicle parking
with
bicycleparking, more resources are available, as is the incentive, to build more affordable
h
ousing units.To maintain consistency with current City policy and typical industry practice, as well as to resolve theproblem of deficiencies in bicycle parking overall and to address the needs of a growing
 
bicyclingpopulation, the attached draft ordinance (Appendix A) amends existing zoning and building code
s
. Theamendment requires developers of multi-family residential buildings to
 
provide bicycle parking, withincentives of lower construction costs and higher
 
densities.
STAFF REPORTBackground
In recent years, the Mayor, the City Council, and City Planning staff have grappled with the intractableproblems of roadway congestion, increased costs of housing, and
discovering a
way to accommodate theincreasing
 
densification of Los Angeles. It is an established fact that the City
 
is becoming denser everyyear. In fact, the Los Angeles Metro Area is now the densest metro region in all of the United States.Adding density can be a boon to the City, as it brings in more workers, more taxpayers, and moreconsumers. Implemented properly
,
increased density can also help to revitalize underperformingneighborhoods and create livable, walkable streets
 
if growth is managed through innovative strategiessuch as bicycle parking requirements. However, adding density without implementing an equallybalanced transit strategy will create roadway
 
congestion problems, as a greater number of people livingin the City will inevitably bring
 
in a greater number of cars. Productivity is lost while people spend timein traffic
.
 
A
ccidents, injuries, and fatalities from vehicle collisions become more likely; and the carbonemissions from idling vehicles reduce air quality and contribute to global warming.
D
eveloping housing with parking to accommodate the increase in population presents a potentially viciouscycle in which increased densities can improve and revitalize the neighborhoods of Los Angeles, but at thesame time bring in more cars than the system
 
can handle, thus degrading the conditions of 
 
Los Angelesneighborhoods through congestion,
pollution, and unfriendly streets. I
n
staff’s opini
on
,
encouraging andnurturing the use of bicycles
as a primary mode of transit, as directed by the General Plan,
 
is one
way
 
to
implement the plan’s guidelines and goals to facilitate the City’s growth. By
adding
 
bicycle requirementsto new developments, ridership will increase and result in
 
less vehicle miles traveled in the City.
 
3
 Staff has identified three
development-related
recommendations that best encourage bicycling andaccommodate bicycle riders. First, we recommend amending LAMC Section 12.21, which ties bicycleparking requirements to the number of 
standard
parking spaces, to cover not only C and M zones, but to alsocover zoning for multi-family residential units throughout the city. Staff's second recommendation is toamend Section 12.21 to allow for parking reductions on all developments within 2500 ft of all metro/transitstations. This allowance of reduced parking would be contingent upon the installation of bicycle parking,helping to satisfy several other state and local initiatives (SB1818, Los Angeles General Plan, etc.)
.
Staff's finalrecommendation is that low-income multi-family housing be required to accommodate bicycle parking toserve a segment of the population that uses bicycles at a much higher rate, by amending Section 12.22.It is estimated that by requiring the installation of 2 bike racks for every parking space removed, adeveloper with an underground parking lot will save approximately $24,000 per parking space removed.This savings will incentivize the installation of bicycle parking in all new multi
-
family residentialdevelopments. Further, the removal of parking will encourage the developer to unbundle parking fromunits, making units more affordable for those who chose not to own a car.
Landlords customarily bundle the prices for housing and parking in asingle transaction. The bundled parking is not really free, of course. It just comes at no extra cost, so that residents think it is free and maketheir choices accordingly. Renting apartments and parking spacesseparately will make the housing cheaper for those who think a second parking space (or even a first one) isn't worth the extra cost. If developers provide fewer parking spaces and pass the cost savings tothe residents, the housing itself will be cheaper.
Donald Shoup
-
The High Cost of Free Parking 
Justification
The City of Los Angeles has experienced a meteoric rise in the popularity of bicycling over the lastdecade. Data from the American Community Survey (ACS) shows that between 2003 and 2008 therewas a 60 percent increase in the number of Angelenos who use a bicycle to commute to work. Thefigure given in 2008 equates to roughly over 19,000 residents, but likely fails to cover those who bike fornon-commute trips and those who ride their bike to work intermittently. Additionally, many lower-income communities, which may be underrepresented in the ACS, have a higher level of bicycling thanthe rest of the population. Since the ACS only tracks trends in mode-splits for commuting to and fromwork, more information is needed to capture overall bicyclist behavior.Recently the Metropolitan Transit Authority (MTA), along with the Los Angeles County Bicycle Coalition(LACBC) conducted a more detailed survey regarding cycling behavior in Los Angeles to help address theneeds of bicyclists. The study found that many cyclists, including the underserved and undercounted,would ride more often if not for various reasons. Among other requests like more bicycle infrastructurein the form of bike lanes, a key barrier to encouraging more riders is adequate bicycle parking. A total of 55 percent of respondents listed a lack of bicycle parking at their destination as a deterrent to cycling.

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