Grants Pass Parking Study

March 8, 2019 Downtown Parking and Restroom Management Plan

Prepared for: Prepared by:

Lora Glover Brian Davis, Jessica Hijar, Kaitlin Littleford, and Director of Parks & Community Development Todd Mobley 101 NW A Street Lancaster StreetLab Grants Pass, OR 97204 321 SW Fourth Avenue Suite 400 Portland, OR 97204

LANCASTER StreetLab

Table of Contents

Executive Summary ...... 1

Part 1: Public Involvement & Stakeholder Outreach ...... 3 2014 Study ...... 3 2018 Engagement ...... 4

Part 2: Supply & Demand Analysis ...... 5 Overview ...... 5 Methodology ...... 5 Metrics ...... 6 Study Area & Stall Types ...... 7 Demand Analysis Overview ...... 10 Occupancy...... 10 Turnover ...... 10

Area-Wide Findings ...... 11 Northwest District ...... 27

6th Street District ...... 30 Central Downtown ...... 33 Southwest District...... 36 East District ...... 39 City Parking Lots...... 42 Grasshopper Lot ...... 44 Owl Lot ...... 46 Osprey Lot ...... 47 Salmon Lot ...... 48 Beaver Lot ...... 49 Duck Lot ...... 50 Redwood Lot ...... 51 Brown Bear Lot ...... 52 Jury Lot ...... 53 Plaza Lot ...... 54

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Impacts of Smoke & Air Quality ...... 55 Observations and Takeaways ...... 58

Part 3: Restroom Management Background & Best Practices ...... 61 Current Practice and Precendent ...... 61

Part 4: Parking & Restroom Management Recommendations ...... 64 Overview ...... 64 Opportunities to Increase Supply...... 64 Management Recommendations ...... 68 Restroom Management ...... 71 Development of the Plaza Site ...... 72

Appendix ...... 74

Table of Figures

Figure 1 - Grants Pass Study Areas ...... 7 Figure 2 - Number of Parking Stalls by Type and Subarea ...... 9 Figure 3 - Area-Wide Percent Occupancy ...... 11 Figure 4 - Area-Wide Percent Overstay ...... 12 Figure 5 - Turnover Metrics – Area-Wide ...... 12 Figure 6 – Thursday Afternoon Peak Map ...... 13 Figure 7 - Thursday Evening Peak Map ...... 14 Figure 8 - Friday Afternoon Peak Map ...... 15 Figure 9 – Friday Evening Peak Map ...... 16 Figure 10 - Saturday Peak Map ...... 17 Figure 11 –Thursday Overstays Map ...... 18 Figure 12 –Friday Overstays Map ...... 19 Figure 13 –Saturday Overstays Map ...... 20 Figure 14 –Thursday Unique Vehicles Served Map ...... 21 Figure 15 – Friday Unique Vehicles Served Map ...... 22 Figure 16 - Saturday Unique Vehicles Served Map ...... 23 Figure 17 – Stall Types and Quantities – Northwest District...... 27 Figure 18 – Percent Occupancy – Northwest District ...... 28 Figure 19 – Percent Overstay in Time-Restricted Stalls – Northwest District ...... 28

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Figure 20 – Turnover Metrics – Northwest District ...... 29 Figure 21 – Stall Types and Quantities – 6th Street District ...... 30 Figure 22 – Percent Occupancy – 6th Street District...... 31 Figure 23 – Percent Overstay in Time-Restricted Stalls – 6th Street District ...... 31 Figure 24 – Turnover Metrics – 6th Street District ...... 32 Figure 25 – Stall Types and Quantities —Central Downtown District ...... 33 Figure 26 – Percent Occupancy – Central Downtown District ...... 34 Figure 27 – Percent Overstay in Time-Restricted Stalls – Central Downtown District ...... 34 Figure 28 – Turnover Metrics – Central Downtown District ...... 35 Figure 29 – Stall Types and Quantities —Southwest District ...... 36 Figure 30 – Percent Occupancy – Southwest District ...... 37 Figure 31 – Percent Overstay in Time-Restricted Stalls – Southwest District ...... 37 Figure 32 – Turnover Metrics – Southwest District ...... 38 Figure 33 – Stall Types and Quantities —East District ...... 39 Figure 34 – Percent Occupancy – East District ...... 40 Figure 35 – Percent Overstay in Time-Restricted Stalls – East District ...... 40 Figure 36 – Turnover Metrics – East District ...... 41 Figure 37 – Studied Parking Lots ...... 42 Figure 38 – Grasshopper Lot Occupancy (All stalls included)...... 44 Figure 39 – Grasshopper Lot Occupancy, Accounting for Vendor Area ...... 45 Figure 40 – Owl Lot Occupancy ...... 46 Figure 41 – Osprey Lot Occupancy ...... 47 Figure 42 – Salmon Lot Occupancy ...... 48 Figure 43 – Beaver Lot Occupancy ...... 49 Figure 44 – Duck Lot Occupancy ...... 50 Figure 45 – Redwood Lot Occupancy ...... 51 Figure 46 – Brown Bear Lot Occupancy ...... 52 Figure 47 – Jury Lot Occupancy ...... 53 Figure 48 – Plaza Lot Occupancy ...... 54 Figure 49 – Air Quality Comparison on August 2, 3, and 4 (2016-2018) ...... 56 Figure 50 - Smoke in Grants Pass August 1st, 2018 ...... 57 Figure 51 – Saturday Demand – Good Air Quality ...... 59 Figure 52 – Saturday Demand – Poor Air Quality ...... 60 Figure 53 – Trailer Restrooms in San Francisco ...... 61 Figure 54 – Self-Cleaning Restroom in Vancouver, BC ...... 62 Figure 55 – Portland Loo Restroom in Cambridge, MA...... 63 Figure 56 - Center Street Garage in Berkeley, CA ...... 67 Figure 57 – 2 hour parking ...... 69

Grants Pass Parking & Restroom Management Plan iv

Table of Tables

Table 1 – Parking Lot Characteristics and Occupancy ...... 43 Table 2 - Wildfires near Grants Pass (2017-2018) ...... 55 Table 3 – Parking Demand of Existing Shopping Center ...... 73

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Executive Summary

To help the City of Grants Pass manage ongoing parking demand, the City engaged Lancaster StreetLab to develop a parking management plan. Work was conducted over the course of summer and autumn 2018 and included community outreach, and detailed data collection and analyses of parking patterns throughout the downtown area to understand demand patterns during weekdays, weekends, and special events.

Based on the analyses of parking demand and occupancy patterns, and the feedback of the community members of each district, the current draft analysis and plan was developed. Key findings and recommendaions include the following.

• A detailed analysis of supply and demand was conducted in the core of downtown Grants Pass. The study area included on-street parking totaling 464 stalls; eight city-owned lots with a total of 383 stalls generally available for public use; and two additional significant parking lots—the “Jury Lot” and the “Plaza Lot,” serving the shopping plaza along G Street between 4th and 6th Streets—with a total of 207 stalls. • Parking demand was observed hourly over the course of several days selected to show as wide a range of activity as practicable. Observation days included a Thursday selected to represent a typical weekday, a Friday during the annual “Back to the Fifties” event selected to show demand from events and nightlife, and a Saturday selected to show demand from the Grower’s Market and other weekend activities. • On weekdays, peak parking demand periods were observed in early afternoon (12:00 pm) and late afternoon/early evening (6:00 pm Thursday/7:00 pm Friday). The peak demand period on Saturday occurred at approximatley 10:00 am, concurrent with the Grower’s Market. Demand was observed to vary significantly throughout the study area, with the highest demand typically occurring in the vicinity of 5th-6th and G-H Streets. • A public outreach process was conducted, including reviewing results from previous assessments and conducting new conversations with key business owners and stakeholders. Key concerns identified typically related to enforcement practices, regulation of employee parking, and overall availability of parking at key locations. • Some parking observations occurred during periods of low air quality resulting from nearby wildfires. The air quality likely impacted parking demand patterns, generally shifting demand away from commercial areas. • The impacts to the parking system of a potential development of the shopping plaza along G Street are considered. At present, no firm plans exist for the development of the Dutch-Brothers owned site exist to wit, so the range of possibilities are examined. • There are presently public restrooms available at a Welcome Center located at 4th and G Streets. This is generally a good location, although the hours of operation could be expanded beyond those of the

Grants Pass Parking & Restroom Management Plan 1

Welcome Center. Other locations and management ideas are considered, particularly in the event that the existing restrooms are removed when the lot redevelops. • Potential opportunities for expanding capacity are explored in detail. The report examines the possible locations for structured parking, and how this additional capacity would pair with existing and recommended management measures. The conversion of on-street parking to diagonal parking from parallel parking was considered, but determined to • Several other parking management recommendations are offered, including suggestions for additional enforcement, more robust management of parking by downtown employees, an examination of the existing three-hour parking extents and efficacy, and other regulatory measures.

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Part 1: Public Involvement & Stakeholder Outreach

Buy-in from business owners, residents, and other affected parties is essential to the success of a parking management plan. To this end, the City has engaged stakeholders at key points throughout the planning process. A robust outreach process was conducted in 2014 as a preliminary assessment of public parking operations, and an engagement process is ongoing during the current planning process.

Key takeaways from these studies are summarized below.

2014 Study

In 2014, the City of Grants Pass conducted a survey of business owners in the Central Business District about public parking in the area. The study identified a number of concerns related to parking in the area, summarized below:

Customer Parking:

• Street parking is generally not available, or not available close enough to a specific business, especially during lunch and dinner hours • Employees use street parking in front of neighboring businesses, taking parking from customers • If a business has a private parking lot, patrons of other businesses will park in it if they cannot find street parking close enough to their destination • Customers will leave and try coming back another day if they are unable to find street parking close enough to their destination • If street parking is available right in front of a business, people are much more likely to come in on an impulse

Parking During Events:

• A few business owners say events take business away, but most said that anything that brings people to downtown Grants Pass on foot is good for business • Several businesses have to close during the Boatnik Parade because they are not easily accessible and/or there is little to no available parking during the event • Shuttles should be provided between large parking lots and event locations • Improved and increased communication about street closures to pass on to their customers is necessary

General Parking Comments:

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• More parking is needed in downtown Grants Pass; multiple responses suggested a parking structure • Designated employee parking is needed, multiple responses suggested the jury lot

Comments on parking enforcement in the 2014 survey were mixed. Some businesses owners were satisfied with the current level of enforcement, while others said they were unaware that the City enforces parking at all. Several responses indicated the need for an effective way to prevent employees from parking in front of downtown businesses. Most business owners did not think the City should outsource parking enforcement.

2018 Engagement

A stakeholder engagement process is ongoing as part of the current parking management planning. As part of this, a meeting with business owners was held on Wednesday, August 8, 2018, at 8:30 a.m. In attendance at the meeting were several owners of businesses in downtown Grants Pass; the Mayor of Grants Pass; the Vice President of Planning, Design, and Construction for Dutch Bros Coffee; and representatives from the Chamber of Commerce and the Police Department.

At this meeting, business owners expressed concerns about The Plaza, wondering what Dutch Bros Coffee has planned for the property, since they rely on its parking lot.

Grants Pass Mayor Darin Fowler asked if employee parking permits were effective. It was noted that of 150 available spaces, about 25 percent are not used. The response from business owners indicated that once the price of parking permits increased to $20 per month, demand decreased, and that this cost is too high for small businesses with part-time employees. On the other hand, another merchant noted that the cost of a parking permit is far less than the cost of a lost customer.

A representative from the Grants Pass Police Department stated that officers have difficulty enforcing employee parking violations, and that the idea of outsourcing enforcement was rejected by merchants.

A major downtown employer, the FCR call center, employs approximately 300 people, approximately 65 percent of whom drive to work. The call center’s manager explained that while employees do park in the Grasshopper Lot on NW F Street between NW 4th Street and NW 5th Street, some start their shifts at 4:00 a.m. and are not comfortable walking from the Grasshopper Lot to the call center on SW 5th Street between SW H Street and SW I Street. A Grants Pass and Josephine County Chamber of Commerce representative noted that there have been complaints of FCR employees parking on nearby residential blocks.

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Part 2: Supply & Demand Analysis

Overview

In order to gain an understanding of parking operations within the downtown area, a detailed study of parking demand and utilization was conducted. The primary study days were Thursday, August 2; Friday, August 3; and Saturday, August 4, 2018. These days were selected to provide a picture of parking demand during typical weekdays operations, evening/nightlife and event parking demand (Friday night), and Growers’ Market demand. The results of this analysis will inform management recommendations as this plan evolves, and can be used to project potential revenues and maintenance needs.

Methodology

The methodology employed for this analysis consisted of two steps: an inventory of parking supply, including the number and types of stalls, followed by peak and off-peak occupancy and demand observations.

To complete the first step, an inventory of the supply of parking stalls was conducted, tracking the number and location of parking spaces along each block face in the study area, as well as designated users, maximum time stays, and other pertinent information as applicable. Locations and capacities of parking lots were recorded, and for on-street spaces, whether or not a space was marked was recorded. The inventory was conducted utilizing a tablet PC. The data collected in this step were utilized to set up data collection tools in the form of spreadsheets, to be used during the following step.

Following the inventory step, parking demand data were collected. The study area was covered via two walking routes, with each route consisting of approximately 30 block faces of on-street parking as well as any lots along the route. Route sizes and configurations were designed such that data collectors were able to walk and collect data over the entire route once per hour without needing to work excessively quickly. Each parking space within the study area was thus visited once per hour during the study periods:

• 10:00 a.m. to 8:00 p.m. on Thursday, August 2 • 12:00 a.m. to 10:00 p.m. on Friday, August 3 • 8:00 a.m. to 4:00 p.m. on Saturday, August 4

The data were collected on tablet PCs utilizing the route-optimized spreadsheets created during the inventory phase. During each hourly orbit of a given route, the first four digits of the license plate of each vehicle parked in a stall along the route were recorded, to allow for analysis of both occupancy and duration of stay.

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Metrics

The key metrics employed in this analysis are described below.

 Stalls indicate number of parking spaces available on a block face, in a lot, or within a subarea. Most of the parking stalls within the study areas were marked; however, where stalls were unmarked, an average stall length of 22 feet was assumed.  Occupancy is a measure of how much of the parking supply of a given area is utilized, expressed as a percentage of the total parking supply. For on-street parking, parking is typically considered “functionally full” when occupancy levels exceed 85%; this is often indicative of a need for a change in management. The term ‘peak hour’ is used in this report to indicate the hour of the day when occupancy was observed to be highest. The timing of the peak hour and the occupancy level during the peak hour relative to other times of the day reveal important information about drivers of demand.  Duration of stay (or stay length) is the length of time that a particular vehicle was observed to occupy a particular parking space. Stay lengths of more than three to four hours likely indicate residential or commuter demand, while shorter stay lengths are likely to indicate demand for retail, restaurant, entertainment, or commercial uses. Since each parking space was observed once every hour, this measure has some level of uncertainty for shorter stays.  Unique vehicles served refers to the number of different vehicles (based on the recorded license plate numbers) observed on a per-stall basis. This metric complements duration of stay in providing an understanding of the turnover of parking stalls. Along commercial corridors, it is desirable for parking to serve as many unique vehicles as is practical, as this indicates a high turnover of customers. A parking stall serving fewer than three unique vehicles over the study day is likely serving residential demand or a lower-demand area, while three or more unique vehicles served is more likely indicative of a parking space serving commercial uses or a mix of uses. Since data were collected once per hour, the number of unique vehicles served reported herein is likely lower than the actual number of unique vehicles that utilize stalls with short time limits.  Percentage of overstays is reported for stalls that have a signed maximum stay length, and refers to the percentage of vehicles that were observed to exceed that time limit. High percentages of overstays could indicate that time limits are not adequate to serve demand; conversely, they could also represent the need for more robust enforcement. As with other turnover metrics, the percentages of overstays reported herein are affected by the one-hour resolution of data, and thus entail uncertainty for spaces with time limits of one hour or less.

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Study Area & Stall Types

The study area entails the downtown area of Grants Pass, which is bounded by NW D Street to the north, SW J Street to the south, SW 3rd Street to the west, and SE 8th Street to the east. A variety of land uses is present in this area, including office, retail, restaurant, and recreation. To evaluate how parking usage varies between these different contexts, the study area was divided into five subareas: Northwest District, 6th Street District, Central Downtown District, Southwest District, and East District. The study area and the subareas are shown in Figure 1.

Figure 1 - Grants Pass Study Areas

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The study area includes the following types of parking stalls:

• 3-Hour: Spaces that allow for time stays up to three hours

• Unregulated: Spaces that have no restrictions on the amount of time a vehicle stays

• 30-Minute: Spaces that allow for time stays up to thirty minutes

• 30-Minute (M-S, 8-5): Spaces that allow for time stays up to thirty minutes Monday through Saturday, between the hours of 8:00 a.m. and 5:00 p.m.

• 15-Minute: Spaces that allow for time stays up to 15 minutes

• 15-Minute (8-5): Spaces that allow for time stays up to 15 minutes between the hours of 8:00 a.m. and 5:00 p.m.

• Disabled: Spaces reserved for use by those displaying a disabled placard, license plate, or other legal permit

• Bus/RV: Spaces that have a longer stall length in order to accommodate buses or recreational vehicles

• Bike Store: Don’s Bike Center, located at SW G Street and SW 5th Street, has three dedicated parking stalls directly in front of the store

• Loading Zone (M-F, 8-5): Parking is not permitted in these stalls Monday through Friday between the hours of 8:00 a.m. and 5:00 p.m. in order to allow for loading activities

• Loading Zone (6-6): Parking is not permitted in these stalls between the hours of 6:00 a.m. and 6:00 p.m. in order to allow for loading activities

• Loading Zone (15 Minute): Parking is not permitted in these stalls at any time in order to allow for loading activities

The study area consists of a total of 464 parking stalls. The unique parking spaces, which include loading zones, bus/RV stalls, bike store spaces, 15-Minute, and 30-Minute stalls, are contained in the “specialty” stall designation. These specialty stalls comprise 19 stalls within the entire study area, or about 4 percent of the total study area. The locations of parking stalls within the subarea and the quantities and types of parking stalls included in the study area are shown in Figure 2.

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Figure 2 - Number of Parking Stalls by Type and Subarea

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Demand Analysis Overview

Once data collection was complete, occupancy and turnover were analyzed to understand how parking is functioning in downtown Grants Pass. Analyses of occupancy and turnover were conducted both for the study area as a whole and for each subarea. The following paragraphs provide detail about the analysis.

Occupancy

To gain a basic understanding of parking within downtown Grants Pass, it is useful to look at how parking occupancy varies over the course of the day, using occupancy curves like the ones shown in Figure 3. In addition to providing a general picture of parking demand and the timing of peak hours, the shape and properties of occupancy curves can yield important insights about the land uses driving demand and other factors affecting parking usage.

In these figures, the time of day is shown on the horizontal axis and the percent of available parking that was observed to be occupied is shown on the vertical axis. Additionally, a line indicating an occupancy level of 85% is shown – this occupancy level is generally indicative of ‘functionally full’ parking. At parking occupancies at or near 85%, high instances of illegal parking, cruising for parking, and other undesirable behaviors are often observed.

Occupancy curves on page 11 show overall parking occupancy throughout the study area for each day. Maps showing peak-hour occupancy for each block and parking lot in the study area are provided beginning on page 13. Occupancy curves for each subarea are provided in the subarea analysis sections, beginning on page 27. Additional maps showing non-peak occupancy are provided in the appendix to this report.

Turnover

Parking turnover complements occupancy in providing an understanding of how parking is functioning. Three factors were used to analyze parking turnover. Duration of vehicle stay yields insights into what land uses are driving demand, and what potential changes or small adjustments to management may result in more efficient use of the on-street parking system. The number of unique vehicles each space serves is typically inversely related to duration of stay, and provides additional information to these ends. In areas with signed maximum stays, the percentage of overstays provides information about whether the time limits are meeting demand, and where enforcement may be warranted.

Turnover properties for timed parking within the study area are summarized for the entire study area in Figure 4 and Figure 5 on page 12. Maps showing the percent of vehicles overstaying time limits and the number of unique vehicles served per parking stall by block are provided beginning on page 18. Turnover metrics for each study subarea are reported in additional figures in the subarea analysis sections, beginning on page 27.

It should be noted that the one-hour resolution of data introduces some level of uncertainty to the results reported in this section, as it is possible that some parked vehicles that stay less than an hour were not

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observed. The effects that the data resolution has upon each of these factors, and how they impact the findings herein, are explained in the Metrics section of this report.

Area-Wide Findings

Figures 3 and 6 through 10 show the occupancy findings for the entire downtown study area. Occupancy patterns on each day of the study are summarized in Figure 3. Summaries of the percent overstays and turnover metrics by day for the entire study area are shown in Figure 4 and Figure 5.

Figure 3 - Area-Wide Percent Occupancy

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Figure 4 - Area-Wide Percent Overstay

Figure 5 - Turnover Metrics – Area-Wide

Grants Pass Parking & Restroom Management Plan 12 NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend

On-Street Parking Occupancy NE F St < 60% NE 7th St Plaza 60% - 74% SW H St 75% - 85%

> 85% SW 3rd St SW 6th St Parking Lot Occupancy Owl SW I St < 60% SE 7th St Beaver Salmon Osprey 60% - 74% Duck 75% - 85% SE G St SW J St > 85% Subareas Redwood 6th Street SE H St Brown Central Downtown SW 4th St Bear East SW K St SE 8th St Northwest SW 5th St SE J St SE I St Southwest

Figure 6: Parking Occupancy - Thursday, 12:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend

On-Street Parking Occupancy NE F St < 60% NE 7th St Plaza 60% - 74% SW H St 75% - 85%

Figure 7: Parking Occupancy - Thursday, 6:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend

On-Street Parking Occupancy NE F St < 60% NE 7th St Plaza 60% - 74% SW H St 75% - 85%

Figure 8: Parking Occupancy - Friday, 12:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend

On-Street Parking Occupancy NE F St < 60% NE 7th St Plaza 60% - 74% SW H St 75% - 85%

Figure 9: Parking Occupancy - Friday, 7:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Craft Market Growers' NE E St SW G St Market Legend

On-Street Parking Occupancy NE F St < 60% NE 7th St Plaza 60% - 74% SW H St 75% - 85%

Figure 10: Parking Occupancy - Saturday, 11:00 a.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

NE F St

NE 7th St Plaza SW H St Legend

Percent Overstays SW 3rd St SW 6th St 0% - 10% Owl SW I St 10% - 20% SE 7th St Beaver Salmon Osprey 20% - 40% Duck 40% - 80% SE G St SW J St 80% - 100% Subareas Redwood 6th Street SE H St Brown Central Downtown SW 4th St Bear East SW K St SE 8th St Northwest SW 5th St SE J St SE I St Southwest

Figure 11: Percent Overstays - Thursday NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

NE F St

NE 7th St Plaza SW H St Legend

Figure 12: Percent Overstays - Friday NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Craft Market Growers' NE E St SW G St Market

NE F St

NE 7th St Plaza SW H St Legend

Figure 13: Percent Overstays - Saturday NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

NE F St

NE 7th St Plaza SW H St

SW 3rd St SW 6th St Legend Owl SW I St SE 7th St Vehicles Served Beaver Salmon Osprey 2 or fewer Duck 3 - 4 SE G St SW J St 5 - 6 Subareas Redwood 6th Street SE H St Brown Central Downtown SW 4th St Bear East SW K St SE 8th St Northwest SW 5th St SE J St SE I St Southwest

Figure 14: Unique Vehicles Served Per Stall - Thursday NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

NE F St

NE 7th St Plaza SW H St

Figure 15: Unique Vehicles Served Per Stall - Friday NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market

NE F St

NE 7th St Plaza SW H St

Figure 16: Unique Vehicles Served Per Stall - Saturday

Key Observations: Overall Study Area

 In aggregate, parking in downtown Grants Pass varies between about 50% occupancy and 80% occupancy over the course of a typical weekday; the range of potential occupancies appears slightly larger on weekends. This indicates that there is enough parking supply within downtown to accommodate all current demand. Localized shortages of parking were observed, however, and are detailed in following sections.  Two peak periods were observed on each of the two weekdays, with one occurring near lunch time (12:00-1:00 p.m.) and the second near dinner time (6:00-7:00 p.m.). The Saturday observations showed a single peak, occurring at 11:00 AM. These patterns are consistent with the expected demand patterns for a mixed-use, downtown context.  The average observed time stay over the entire study area was just under two hours during each of the three study days. The number of unique vehicles served per space ranged from approximately 2.5 on Saturday to 3.5 on Friday.  Approximately 10% of vehicles in time-restricted parking stalls were observed to overstay the three-hour limit during each of the three study days.  The north side of SW G Street between SW 4th Street and SW 6th Street was more than 85% occupied during all of the peak demand hours in the study. The two blocks on the south side of this section of SW G Street were also usually more than 85% occupied during peak hours, with a few exceptions where occupancy was in the 60-74% or 75-85% range.  The Redwood parking lot was less than 60% occupied during four of the five peak hours, and between 60 and 74% occupied during the Friday evening/event peak hour. The Brown Bear parking lot was less than 60% occupied during all peak hours.  The Osprey lot was more than 75% occupied during all five peak hours, and more than 85% occupied during three.

Thursday/Friday Mid‐Day Peak (12:00 p.m. both days):

 The Central Downtown and 6th Street subareas were somewhat busy during these mid-day peak hours, with high occupancy on SW G Street between SW 4th and 6th Streets and on SW 6th Street. There were plenty of spaces available on SW G Street between SW 3rd and 4th Streets and SW H Street between SW 4th and 5th Streets, as well as in the Salmon and Owl parking lots.

 The Southwest subarea was busy during both mid-day peak hours, with 75% or greater occupancy on five of its six blocks. This is likely due to the fact that some of the parking in this subarea is not time- restricted, and is probably used by employees of the call center located at the northeast corner of the intersection of SW 5th Street at SW I Street.

 In the East district, occupancy over 75% was observed on three blocks on Thursday and four blocks on Friday, as well as the Beaver lot, but there was plenty of availability otherwise.

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Thursday/Friday Evening Peak (6:00 p.m. Thursday, 7:00 p.m. Friday):

 The Friday evening observations were intended to capture an "event" period, not a typical evening. The First Friday event was ongoing during the observations, with performances on the sidewalks and special events at some businesses. There was a noticeable increase in parking occupancy during the Friday evening peak compared to both the Friday mid-day peak and the Thursday evening peak.

 During the Thursday evening peak, all of the central downtown lots were less than 85% occupied, while the Beaver and Duck lots were more than 85% occupied. SW G Street between SW 3rd and 4th Streets and SW 5th Street between SW G and I Streets had plenty of parking available. The Southwest district and southern portion of the East district, including the Redwood and Brown Bear lots, were less than 60% occupied.

 During the Friday evening peak, all blocks and lots were more than 85% occupied, except the east side of SW 5th Street between SW H and I Streets, which has only two standard parking spaces and two ADA spaces. Half of the blocks on SW 6th Street and two thirds of the blocks in the East district, as well as the Beaver and Duck lots, were more than 85% occupied. Parking was less than 85% occupied in the Redwood and Brown Bear lots, and some blocks in the East and southwest areas.

 During both the Thursday and Friday evening peaks, there was plenty of availability north of the railroad tracks, with only two blocks more than 75% occupied each day. The Grasshopper lot, which provides easy access to the central business district via SW 4th Street, was less than 60% occupied both evenings.

 There was more availability in Southwest district during the evening than during the day, especially on Thursday evening, when all blocks in this district were less than 60% occupied.

Saturday Peak (11:00 a.m.):

 The entire Northwest district except the Jury lot, SW G Street west of SW 6th Street, the Plaza lot, SW 5th St between SW G and H Streets, and the Owl lot were all more than 85% occupied due to demand from the Growers’ Market in the Grasshopper lot and the Craft Market on NW 5th Street. There were still several blocks and parking lots with less than 60% occupancy in the Southwest, East, and 6th Street subareas, in addition to the Salmon lot.

 The Jury was less than 60% occupied, despite its proximity to the Growers’ Market.

Overstays  There were more than 20% overstays, and up to 80%, on the east side of NW 5th Street between NW D and E Streets, on all three observation days. The same vehicles were observed to be parked in these stalls each day, for most or all of the observation period. It is not known whether any of them were parked overnight.  On the block in front of the post office, NW 6th Street between NE F Street and the railroad tracks, up to 100% of vehicles overstayed on Thursday and Saturday, and between 40 and 80% overstayed on Friday. There are only four spaces on this block, however, and they have a 15-minute parking limit. The

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block around the corner, the south side of NW F Street between NW 5th and 6th Streets showed between 40 and 80% of vehicles overstaying on all three days.  The percent of vehicles overstaying time limits in the Central Downtown, Southwest, and East subareas was relatively low for all three days, with the exception of only three blocks over the course of the observation days.  The only block other than the one in front of the post office that was observed to have between 80 and 100% of vehicles overstaying was the south side of SE G Street between SE 7th and 8th Streets. This block, however, has only three parking stalls, which are directly in front of a laundromat.

Turnover  Friday had the most turnover overall, most of which was in the Central Downtown, 6th Street, and East subareas.  The Central Downtown and 6th Street subareas had the most turnover on Thursday and Friday, with multiple blocks in each district serving 5 to 6 unique vehicles per stall.  On Saturday, only one block served 5 to 6 unique vehicles per stall, which was the block of NW F Street adjacent to the Growers’ Market.  Blocks in the Northwest subarea near the Jury lot had consistently low turnover, serving 2 or fewer vehicles on all observation days.On Saturday, all blocks in the Southwest and East subareas except one, which was adjacent to SW 6th Street, served 2 or fewer vehicles per stall.

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Northwest District

The Northwest District subarea is bounded by NW 4th Street on the west, NW 6th Street on the east, NW D Street on the north, and the railroad tracks to the south. The subarea contains 131 stalls. The quantities and types of parking stalls in the subarea are shown in Figure 17; the observed occupancy patterns during the three study days are shown in Figure 18; the percent overstay is shown in Figure 19; and the turnover metrics are shown in Figure 20.

Figure 17 – Stall Types and Quantities – Northwest District

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Figure 18 – Percent Occupancy – Northwest District

Figure 19 – Percent Overstay in Time-Restricted Stalls – Northwest District

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Figure 20 – Turnover Metrics – Northwest District

Key Observations: Northwest District

• The Northwest District was observed to have generally low occupancy, with a maximum observed on-street weekday demand of approximately 55%. On both weekdays, the peak period occurred at 12:00 p.m.; and demand decreased steadily throughout the afternoon following this peak. • Saturday was by far the busiest day in this district, owing to demand from the nearby Growers’ Market, which operates between March and Thanksgiving in the Grasshopper lot, from 9:00 a.m. to 1:00 p.m.. On-street parking occupancy was observed to be between 80% and 90% during the Growers’ Market. • The “specialty” stalls in this district consist of one 15-Minute stall, four 15-Minute (8-5) stalls, four 30-Minute stalls, and three Bus/RV stalls. • The Northwest District had the highest percentage of overstays of the study area. In particular, all 15-Minute stalls had overstay percentages above 80%. • Stay times in this district were slightly shorter than other districts at just under two hours. Stay times were largely consistent from day to day. The number of unique vehicles served varied between just over 2 vehicles per space on Friday to just over 3 vehicles per space on Saturday.

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6th Street District

The 6th Street District subarea is bounded by SW G Street to the north and SW J Street to the south. This subarea consists of 49 stalls. The quantities and types of parking stalls in the subarea are shown in Figure 21; the observed occupancy patterns during the three study days are shown in Figure 22; the percent overstays are shown in Figure 23; and the turnover metrics are shown in Figure 24.

Figure 21 – Stall Types and Quantities – 6th Street District

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Figure 22 – Percent Occupancy – 6th Street District

Figure 23 – Percent Overstay in Time-Restricted Stalls – 6th Street District

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Figure 24 – Turnover Metrics – 6th Street District

Key Observations: 6th Street District

• Like the study area as a whole, the 6th Street District exhibited parking peaks around lunch and dinner times on weekdays and in the early afternoon on Saturday. During the Friday and Saturday peaks, occupancy levels were near or above 85% during peak demand hours. This pattern indicates that demand is drawn from the restaurants and specialty retail shops along or near 6th Street. • The only “specialty” stall in this district is a Loading Zone (15-Minute) stall. • The 6th Street District had relatively low time stays, averaging less than 90 minutes on all three study days. A correspondingly high number of unique vehicles were served, with more than four vehicles per space observed on weekdays and three vehicles per space observed on Saturday. This indicates relatively healthy and robust turnover. • Overstays in this district were not observed to be a significant problem, with no more than 5% of vehicles exceeding time limits on each study day.

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Central Downtown

The Central Downtown District subarea is bounded by the railroad tracks to the north, SW I Street to the south, SW 3rd Street to the west, and SE 6th Street to the east. This subarea consists of 138 stalls. The quantities and types of parking stalls in the subarea are shown in Figure 25; the observed occupancy patterns during the three study days are shown in Figure 26; the percent overstays are shown in Figure 27; and the turnover metrics are shown in Figure 28.

Figure 25 – Stall Types and Quantities —Central Downtown District

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Figure 26 – Percent Occupancy – Central Downtown District

Figure 27 – Percent Overstay in Time-Restricted Stalls – Central Downtown District

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Figure 28 – Turnover Metrics – Central Downtown District

Key Observations: Central Downtown District

• Like the 6th Street District, the Central Downtown District showed peaks during lunchtime and dinnertime periods on the weekday study days, and in the late morning on Saturday. The Central Downtown District contains several restaurants and specialty retail shops, and the demand patterns indicate that these are responsible for the bulk of on-street parking demand. • During the Thursday observations, the maximum observed demand was under 80%; however, the Friday peak period saw occupancies of more than 90%, and the Saturday peak saw occupancies of approximately 85%. This indicates that entertainment (e.g., the Friday special event, restaurants, bars, etc.) likely drives demand to a large extent. • The “specialty” stalls in this district consist of three Bike Store stalls, one Loading Zone (M-F, 8-5) stall, and one 30-Minute (M-S, 8-5) stall. • Like the 6th Street District, time stays were relatively short (approximately 1.5 hours on Thursday and Saturday and 2 hours on Friday) and the number of unique vehicles served (more than three to more than four per space) were relatively large, indicating relatively high turnover. • Overstays varied between 5% and 10% within this district. The highest percentage of overstays was observed on Friday, which likely owes to longer-term demand from the First Friday event.

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Southwest District

The Southwest District subarea is bounded by SW 4th Street to the west, SE 6th Street to the east, SW I Street to the north, and SW J Street to the south. This subarea consists of 53 stalls. The quantities and types of parking stalls in the subarea are shown in Figure 29; the observed occupancy patterns during the three study days are shown in Figure 30; the percent overstays are shown in Figure 31; and the turnover metrics are shown in Figure 32.

Figure 29 – Stall Types and Quantities —Southwest District

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Figure 30 – Percent Occupancy – Southwest District

Figure 31 – Percent Overstay in Time-Restricted Stalls – Southwest District

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Figure 32 – Turnover Metrics – Southwest District

Key Observations: Southwest District

• The Southwest District showed occupancy patterns distinct from the bulk of the study area, with peaks occurring at 1:00 p.m. on Thursday and Saturday and 6:00 p.m. on Friday. Notably, there was no late afternoon/evening peak on Thursday, indicating that employment uses, rather than entertainment or retail uses, are driving on-street parking demand. The Southwest District contains a high number of unregulated stalls and is located close to FCR, a live-agent call center and large employer in Grants Pass, which is likely responsible for the bulk of demand patterns observed in this district. • Correspondingly, average stay times were high in the Southwest District, particularly on Thursday and Saturday when stay times were near or above 3 hours. The number of unique vehicles served per stall was also low on these days, with approximately 2 vehicles utilizing each space. Friday’s turnover metrics were more robust, which, combined with occupancy observations, likely indicates that special event demand overtook employment demand as the district’s key driver of parking demand on Friday evening. • Not surprisingly, overstays in timed spaces were high within the district, ranging from 10% to 15%. This indicates that the 3-hour limits are inadequate for demand patterns within the district.

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East District

The East District subarea is bounded by SE G Street to the north, SE I Street to the south, SE 6th Street to the west, and SE 8th Street to the east. This subarea consists of 93 stalls. The quantities and types of parking stalls in the subarea are shown in Figure 33; the observed occupancy patterns during the three study days are shown in Figure 34; the percent overstays are shown in Figure 35; and the turnover metrics are shown in Figure 36.

Figure 33 – Stall Types and Quantities —East District

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Figure 34 – Percent Occupancy – East District

Figure 35 – Percent Overstay in Time-Restricted Stalls – East District

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Figure 36 – Turnover Metrics – East District

Key Observations: East District

• Parking occupancies in the East District were observed to be somewhat low relative to the study area as a whole. The highest observed demand was approximately 80% during the Friday evening peak, possibly due to events in the area (e.g., at Rogue Theater, which shows movies and holds live events within the district). There did not appear to be a mid-day peak on Friday. This may be. • Stay times hovered around approximately 2 hours during all study days. The number of unique vehicles served by each space was observed to be somewhat lower than the bulk of downtown, particularly on Thursday and Saturday. Combined with low overall occupancies, this indicates that more on-street parking is available than needed to serve local land uses in the East District. • The observed percentage of overstays ranged between 6% and 9%. Combined with the relatively low demand overall, overstays do not appear to be problematic within the district. • The specialty stall in this district is a single Loading Zone (6-6) stall.

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City Parking Lots

In addition to the on-street parking demand within downtown Grants Pass, occupancy was observed at several public and permitted City parking lots, as well as the lot at the Town Center Plaza and the jury lot located at the corner of NW D Street and NW 5th Street. The locations of the studied lots are shown in Figure 37.

Figure 37 – Studied Parking Lots

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The parking stalls within the studied lots were divided into two classifications:

• Regular: Marked spaces within the parking lot that are not designated for Disabled parking.

• Disabled: Spaces reserved for use by those displaying a disabled placard, license plate, or other legal permit.

It should be noted that some of the parking lots within the study area serve vehicles with permits. For the purposes of this study, occupancy was recorded without the distinction of permit/non-permit. A summary of each studied parking lot and parking characteristics is shown in Table 1.

Table 1 – Parking Lot Characteristics and Occupancy

Parking Stall Supply Parking Lot Peak Period Peak Occupancy Regular Disabled Thursday 1:00 Grasshopper 110 4 74% p.m. Friday 6:00 Owl 25 1 p.m./ Saturday 92% 11:00 a.m. Osprey 37 2 Friday 6:00 p.m. 97% Salmon 44 2 Friday 7:00 p.m. 89% Friday 2:00 Beaver 39 2 100% p.m./7:00 p.m. Duck 47 2 Friday 5:00 p.m. 98%

Redwood 57 2 Friday 8:00 p.m. 69% Friday 2:00 p.m. Brown Bear 24 1 40% – 3:00 p.m. Saturday 10:00 Jury* 73 0 52% a.m. Friday 6:00 p.m. Plaza* 134 4 100% – 7:00 p.m.

* These lots are not explicitly open to general public use although they were sometimes observed to be used as parking for employees, offsite retail, and similar uses.

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Grasshopper Lot

The Grasshopper lot is located in the southeast corner of the intersection of NW 4th Street and NW F Street. This is the location of the Growers’ Market which operates on Saturday from 9:00 a.m. to 1:00 p.m. After the market was over on Saturday, two vehicles were observed at 2:00 p.m. and five vehicles were observed at 3:00 p.m. Additionally, on Thursday, a food truck was parked in the lot, occupying three to five parking stalls, depending on whether a table and chairs were set out next to the truck. The peak parking demand occurred on Thursday at 1:00 p.m. with 74% occupancy. Occupancy curves for this lot are shown in Figure 38.

Figure 38 – Grasshopper Lot Occupancy (All stalls included)

Vendor Stalls There are 21 parking spaces in the Grasshopper lot that have signs indicating that they are reserved for vendors at all times. However, demand patterns for these spaces were observed to be nearly identical to those for the unsigned spaces within this lot. Because some of these spaces were occupied by passenger vehicles during the study, the vehicles and spaces in the vendor area were included in data collection. Occupancy was calculated again, however, with the same number of vehicles and 21 fewer spaces, to reflect what the lot’s occupancy would be if no vehicles parked in the vendor area. The resulting occupancy curves are shown in Figure 39. As shown by these occupancy curves, if no vehicles parked in the vendor area, there would still be available parking stalls during the entire study period.

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Figure 39 – Grasshopper Lot Occupancy, Accounting for Vendor Area

Because the reserved spaces exhibit similar demand patterns to the un-reserved spaces, it is likely that clear signage and striping and/or enforcement of existing regulations would improve compliance. Aside from Grower’s Market times, when the Grosshopper lot is dedicated to the market, there is ample parking supply in and around the lot to serve the local parking demand even if the reserved spaces were to all be utilized for other purposes. Ideas around this lot are further explored in the ‘recommendations’ section.

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Owl Lot

The Owl Lot is located in the northeast corner of the intersection of SW H Street and SW 5th Street. This lot serves parking demand of nearby restaurants and retail stores. The peak parking demand occurred on Friday at 6:00 p.m. and Saturday at 11:00 a.m. with 92% occupancy. Occupancy curves for this lot are shown in Figure 40.

Figure 40 – Owl Lot Occupancy

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Osprey Lot

The Osprey Lot is located directly across from the Owl Lot, in the southeast corner of the intersection of SW 5th Street and SW H Street. This lot was observed to be nearly full at many times through the day, with the exception of the disabled parking stalls. The peak demand occurred on Friday at 6:00 p.m., with 97% occupancy. While a clear mid-day peak occurred on Saturday, occupancy of this lot on Thursday and Friday showed distinct changes from hour to hour. Occupancy curves for this lot are shown in Figure 41.

Figure 41 – Osprey Lot Occupancy

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Salmon Lot

The Salmon Lot is located in the northwest corner of the intersection of SW I Street at SW 5th Street. During the Thursday observations, the lot hosted a blood drive that required a trailer to occupy 5 parking stalls. The lot had a peak demand on Friday at 7:00 p.m., with 89% occupancy. With the exception of the 6:00 and 7:00 p.m. hours on Friday evening, this lot was observed to have occupancy below 70%, and often below 50%. Occupancy curves for this lot are shown in Figure 42.

Figure 42 – Salmon Lot Occupancy

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Beaver Lot

The Beaver Lot is located in the southwest corner of the intersection of SE G Street at SE 7th Street. The peak demand occurred on Friday at 2:00 p.m. and 7:00 p.m., with 100% occupancy. During the 2:00 p.m. observation, five vehicles were parked in unmarked or hatched areas, meaning the lot was over capacity. Mid- day and evening peaks were also observed on Thursday. Occupancy was generally lower on Saturday than on the weekdays. The occupancy curves are shown in Figure 43.

Figure 43 – Beaver Lot Occupancy

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Duck Lot

The Duck Lot is located directly across from the Beaver Lot, in the southeast corner of the intersection of SE G Street at SE 7th Street. The lot had a peak demand period on Friday after 5:00 PM, with the highest occupancy at 98%. The 5:00 p.m. and 6:00 p.m. hours on Thursday evening also had relative high occupancy of more than 80%. Outside of the Thursday and Friday evening hours, occupancy in this lot was below 70%. The occupancy curves are shown in Figure 44.

Figure 44 – Duck Lot Occupancy

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Redwood Lot

The Redwood Lot is located in the northwest corner of the intersection of SE 7th Street and SE I Street. On several occasions, delivery trucks were parked in unmarked areas in the lot or in the roadway, blocking one of the driveways to the lot. The peak demand occurred on Friday at 8:00 p.m., with 69% occupancy. Occupancy was below 50% for 21 of the 28 observation hours The occupancy curves are shown in Figure 45.

Figure 45 – Redwood Lot Occupancy

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Brown Bear Lot

The Brown Bear Lot is located across from the Redwood Lot on SE I Street, between SW 6th Street and SE 7th Street. This lot was generally less than 40% occupied. The peak demand occurred on Friday between 2:00 p.m. and 3:00 p.m. with 40% occupancy. The occupancy curves are shown in Figure 46.

Figure 46 – Brown Bear Lot Occupancy

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Jury Lot

The Jury Lot is located in the southwest corner of NW D Street and NW 5th Street. During the Friday observations, the Jury Lot was observed to serve five County vehicles. The peak demand occurred on Saturday at 10:00 a.m., during the Growers’ Market, which is two blocks south of the Jury Lot. The occupancy curves are shown in Figure 47.

Figure 47 – Jury Lot Occupancy

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Plaza Lot

The Plaza Lot includes the entire block of SW G Street between SW 4th Street and SW 6th Street. The peak demand occurred on Friday between 6:00 p.m. and 7:00 p.m., with 100% occupancy. Demand greater than 90% was also observed on Friday during the 12:00 p.m. and 5:00 p.m. observations, and on Saturday during the 10:00 a.m. observation. The occupancy of this lot followed similar patterns to the occupancy of on-street parking in the Central Downtown District (Figure 26), on all observation days. Vehicles were observed in unmarked areas at the east end of the lot, as well as in the gravel area along the north side of the lot. The occupancy curves are shown in Figure 48.

Figure 48 – Plaza Lot Occupancy

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Impacts of Smoke & Air Quality

Wildfire activity along the West Coast has seen a significant rise between 2017 and 2018, with the state of Oregon losing a reported $51.1 million in visitor spending in 20171 alone. Impacts on visitor spending were largest in Deschutes and Multnomah counties in central Oregon and the Columbia Gorge, followed by Curry and Jackson counties near the Oregon coast. In the 2017 report, businesses reported that smoke was the most prominent issue impacting visitor spending, followed by customer perceptions regarding fire-related discomfort. A small number of businesses reported a revenue gain from the fires, associated with residents who evacuated from fire areas elsewhere that came to stay in their area, and sales to emergency response organizations and personnel. During data collection for this study, several signs welcoming firefighters were observed, as fires in Merlin and the Rogue River-Siskiyou National Forest were in close proximity to downtown Grants Pass. A summary of notable wildfires in the vicinity of Grants Pass in 2017 and 2018 is shown in Table 2. Table 2 - Wildfires near Grants Pass (2017-2018)

Year Wildfire Acres Burned Cause

2017 Chetco Bar Fire 191,125 Lightning 2018 Klondike Fire 175,258 Lightning

2018 Taylor Creek Fire 88 Lightning Tree on 2018 Hugo Fire 250 powerline

The Chetco Bar, Klondike, and Taylor Creek Fires occurred in the Rogue River-Siskiyou National Forest, roughly 10 miles west of Grants Pass. Despite the Chetco Bar fire being the state’s largest wildfire in 2017, the Valley of The Rogue State Park, located about 15 miles east of Grants Pass, experienced a 9.4% rise in overnight visitors from 2016 to 2017. The Hugo Fire burned about 250 acres and caused evacuations in Grants Pass throughout the fire’s duration, between September 2, 2018 and September 6, 2018.

Data collection was performed on Thursday, August 2nd, 2018, Friday, August 3rd, 2018, and Saturday, August 4th, 2018. A comparison of the air quality on each of these days in 2016, 2017, and 2018 is shown in Figure 49.

1 The Impacts of the 2017 Wildfires on Oregon’s Travel and Tourism Industry

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Figure 49 – Air Quality Comparison on August 2, 3, and 4 (2016-2018) Grants Pass, Oregon is located approximately 30 miles northwest of Medford, which is labeled on the figure. During the 2018 data collection period, air quality near Grants Pass was measured to be unhealthy (red) or unhealthy for sensitive groups (orange). In 2017, air quality in Grants Pass was measured to be a moderate health concern for a very small number of people who are unusually sensitive to air pollution (yellow). In 2016, air quality in Grants Pass was considered satisfactory (green).

Figure 50 shows the smoke in Grants Pass on the evening of August 1st, 2018, the evening before data collection began. During data collection, the air quality normally worsened as the day progressed. Air quality was noticeably worse throughout the day on Saturday, August 4th, 2018 than on the preceding two days.

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Figure 50 - Smoke in Grants Pass August 1st, 2018

It is difficult to project with certainty the impacts of smoke and air quality upon travel behavior and parking demand. To wit, existing research and data exploring these impacts are limited, and the fact that the most significant fire seasons have occurred within the last several years complicate a forward-looking analysis. While it is clear that many people alter their plans based upon the air quality, it is less certain how parking demand is affected by these changes in behavior. A key impact of the air quality is that far fewer people participate in outdoor activities, with many activities and attractions closed. This may result in fewer people from nearby communities travelling to or through Grants Pass, and/or may result in local residents cancelling plans and staying home. In this scenario, one might expect parking demand downtown to be reduced due to the presence of the smoke. Conversely, it is possible that changes in travel behavior due to smoke could increase parking demand in certain scenarios. People deterred from outdoor activities might seek an alternative activity indoors rather than simply staying home. Additionally, it is possible that increased demand was observed during the data collection period due to the presence of firefighters or evacuees from Merlin or other communities. Finally, while the downtown study area is predominantly nonresidential, some residential uses are present, particularly at the fringes of the study area. In aggregate, this could lead to a higher-than-normal parking demand observed in some parts of town from increased demand generated by the high number of restaurants, retail shops, and nightlife options in the downtown area. Some local restaurant workers noted that during periods of bad air quality, it is rare for downtown businesses to close early. The Kitchen Company, located at the northeast corner of the

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intersection of SE 6th street and SE H Street, was the only business on the observations routes observed to close early due to smoke, and posted a sign saying it would do so.

Observations and Takeaways

Typically, mixed-use, non-residential areas such as downtown Grants Pass will experience a parking demand peak during the dinnertime hour (approximately 6:00-7:00 p.m.) due to a confluence of demand from restaurant, retail, and nightlife uses. Demand is typically observed to decline from that point onward. These expected patterns were observed during study days. Significant demand was also observed later on Friday night in areas with nightlife attractions. Since air quality was largely moderate on Thursday and Friday, with the worst air quality occurring later in the day, this suggests minimal impact upon demand patterns during these days. On Saturday, air quality was worst of the three study days and deteriorated in the mid-afternoon. While demand observed during the Growers’ Market was the highest observed during the study period, demand fell off very quickly after the market ended. Some fall-off is expected; however, it is likely that the worsening air quality contributed to a more significant decline than would otherwise be observed. It is noted that the Saturday date collection period was intended to extend further into the afternoon, but was ended early due to the air quality. The maps shown in Figure 51 and Figure 52 show a comparison of parking demand on Saturday before and after the most significant smoke impacts were observed. Note the following:

• Although the Growers’ Market and Craft Market end at 1:00 p.m. for customers, at the time of the 3:00 p.m. observation, vendors were still taking down stalls in the Grasshopper lot and on NW 5th Street between NW E and F Streets.

• During the 12:00 p.m. observation hour, several blocks in the Northwest, Central Downtown, and 6th Street subareas, as well as the Osprey lot, had occupancy above 85%. The Plaza, Owl, and Beaver lots, as well as several blocks in all subareas, had occupancy between 75% and 85%. By the 3:00 p.m. observation hour, only two blocks in the entire study area had occupancy over 85%, and only three had occupancy between 75 and 85%, one of which had the same vehicles parked on it nearly all day of every day of the study. In addition, all of the parking lots in the study area had occupancy less than 60% by the 3:00 p.m. observation.

Grants Pass Parking & Restroom Management Plan 58 NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market Legend

On-Street Parking Occupancy NE F St < 60% NE 7th St Plaza 60% - 74% SW H St 75% - 85%

Figure 51: Parking Occupancy - Saturday, 12:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market Legend

On-Street Parking Occupancy NE F St < 60% NE 7th St Plaza 60% - 74% SW H St 75% - 85%

Figure 52: Parking Occupancy - Saturday, 3:00 p.m.

Part 3: Restroom Management Background & Best Practices

Current Practice and Precendent

Based on research of recently implemented public restrooms across the United States and Canada, there are three commonly used styles. They are described in the following paragraphs, with examples of cities where they have both succeeded and failed.

Trailer Restrooms (Figure 1):

Trailer restrooms are portable, but need to be attended during open hours. They feature sinks, receptacles for used needles, and bags for dog waste. They can be expensive due to the need to pay an attendant. In San Francisco, the rental of the first three trailer restrooms for six months cost $140,000.2 Despite the cost, these toilets, some on trailers and some semi-permanent, have successfully been installed in 12 neighborhoods.3

Other cities, including Denver and Miami, have also recently installed trailer bathrooms. In Sacramento, they were installed, but at $350,000 per year were ultimately deemed too expensive to operate.

Figure 53 – Trailer Restrooms in San Francisco

Self-Cleaning Restrooms (Figure 2): Self-cleaning restrooms are fully contained structures that automatically self-clean inside after a specific number of flushes. While these restrooms reduce the need to employ and pay custodial staff, they can be expensive to maintain.

2 https://www.latimes.com/local/california/la-me-sf-mobile-toilets-20150127-story.html 3 http://sfpublicworks.wixsite.com/pitstop

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In Vancouver, BC, 10 self-cleaning restrooms are available for 24-hour use.4 Following their success in Vancouver, the first three of 12 planned self-cleaning restrooms were installed earlier this year in Montreal.5 Four self-cleaning toilets were also installed earlier this year in Napa, CA.6 Self-cleaning restrooms, however, have proved difficult to maintain in other cities. Five were installed in Seattle in 2004, but they were sold in 2008 for significantly less than the city paid for them. The city sold them because they became difficult to clean and maintain as toilets were repeatedly clogged with trash, and the structures were used as a private space for illegal activity.7

Figure 54 – Self-Cleaning Restroom in Vancouver, BC8

Portland Loo (Figure 3): The Portland Loo is a small structure with features designed to prevent illegal activity. It does require cleaning, but is relatively inexpensive to install and maintain. Features of the Portland Loo intended to prevent illegal activity within it include open slats at the top and bottom to reduce privacy, no running water inside the restroom (hand sanitizer is provided), and graffiti-resistant paint. The restrooms cost approximately $90,000, not including sewer and water connections, and have been installed in Portland, OR; San Diego, CA;

4 https://vancouver.ca/streets-transportation/sidewalk-fixtures-and-amenities.aspx 5 https://globalnews.ca/news/4190132/montreal-prepares-to-unveil-new-high-tech-self-cleaning-public- bathrooms/ 6 https://napavalleyregister.com/news/local/downtown-napa-s-newest-attraction-talking-self-cleaning- toilets-that/article_4fbe5e73-ebec-53f8-84c9-68d0d3985d99.html 7 https://www.seattletimes.com/seattle-news/seattles-5-million-automated-public-toilets-sold-for-12000/ 8 https://www.insidevancouver.ca/2011/09/23/a-flushing-revolution-inside-of-vancouvers-automated- toilets/

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Cambridge, MA; and Cincinnati, OH.9 Smaller cities such as Missoula, MT and Arcata, CA have also installed them.10 While the Portland Loo has been successful in Portland and Seattle, San Diego has had less success. In San Diego, the installation cost was much higher than anticipated because they required seismic and electrical upgrades needed to meet state standards, and it was difficult to connect to water and sewer lines in the locations where they were installed.11 Ultimately, San Diego removed one of its Portland Loos due to additional unexpected costs and complaints of residents in the area.12

Figure 55 – Portland Loo Restroom in Cambridge, MA13

9 https://www.fastcompany.com/3063575/the-ultimate-public-toilet-is-as-low-tech-as-it-gets 10 https://portlandloo.com/loo-locator/ 11 http://www.sandiegouniontribune.com/news/politics/sdut-portland-loos-sticker-shock-restroom- 2014dec26-story.html 12 https://www.npr.org/sections/health-shots/2015/08/10/431240543/san-diego-installed-public-loos-but- now-theyre-flush-with-problems 13 https://www.bostonglobe.com/metro/2018/02/05/cambridge-new-public-toilet-open-for- business/8xQH0yYKOET6o45CkhrpfN/story.html

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Part 4: Parking & Restroom Management Recommendations

Overview

During most times of day, there is adequate parking supply along downtown streets and within public lots to accommodate the parking demand in most situations. However, as described in previous sections, there are several locations throughout downtown that were observed to be in high demand during most or all busy periods. Further, parking demand observed during the Growers’ Market was significant, and much of the on- street and off-street parking within the center of the study area was at or near capacity. The following sections outline options for increasing parking supply and managing demand with the existing supply.

Opportunities to Increase Supply

Based on discussions with merchants and other stakeholders, there is an interest in increasing supply of parking in the downtown area since demand can outstrip supply during peak periods. Over the course of the study, a number of potential opportunities have been evaluated which are discussed in detail below.

Diagonal On-Street Parking

Some stakeholders expressed interest in restriping some downtown roadways to have angled parking rather than parallel parking as a way to increase parking supply. In order to determine the feasibility of this option, dimensional requirements for angled parking were compared to the width of the streets in downtown Grants Pass.

To wit, the City of Grants Pass does not have formal standards for angled parking. As a point of comparison, The City of Medford’s code contains dimensional standards for angled parking, which show a depth of angled parking perpendicular to the curb of 19 feet, with an adjacent travel lane 12 feet wide. Streets in downtown Grants Pass are typically 32 feet wide. With 19 feet used for angle parking, there would be space for parking on only one side of the street, and a single 11-foot travel lane. The parking stalls that would be lost on the other side of the street would not be made up for by the angled parking, and an entire travel lane would also be lost.

There are additional complications to a conversion to angled parking. Business owners on the side of the street without parking may oppose the change, and since angled parking in this case would require a reconfiguration of traffic patterns, the potential impacts to traffic flow would need to be considered in tandem with the impacts to parking. Based upon these factors, angled parking is not recommended as a potential mitigation at this time.

Parking Structure • There is some interest in construction of a parking structure to serve downtown parking demand. While such a structure would certainly increase supply, it is one of the more expensive ways to increase supply, costing perhaps $40,000 or more per space to construct.

Grants Pass Parking & Restroom Management Plan 64

Siting

Given the cost and the high-density of spaces represented by a parking structure, optimally siting the structure is of utmost importance. The parking analysis showed that demand downtown was generally heaviest within the central piece of downtown that includes the Grasshopper Lot, the central Plaza/Dutch Brothers site and adjacent section of G Street, and nearby portions of 8th and 5th Streets. Existing parking lots outside of the Central Downtown subarea were often underutilized, even during peak periods. Given these observations, considerations regarding potential garage sites are highlighted below.

• Owl Lot/Osprey Lot: The Owl and Osprey Lots are the two existing City lots most ideally located for additional supply, as both are located within the highest demand area and were accordingly observed to be well-utilized during busy periods. However, at only 10,000 s.f. the Owl Lot is likely too small to be converted to a structure. While the Osprey Lot is slightly larger, it is still somewhat small for conversion to a structure, and has a business entrance along with a patio with outdoor seating on its east side, which could potentially complicate a parking structure design. • Salmon Lot: The Salmon lot, located on the block across SW 5th Street from the Osprey Lot, is a potentially viable candidate based on its location. However it may be a bit farther than ideal from the Growers’ Market and other locations of interest, as observations showed that the Salmon Lot was only more than 85% occupied during the 6:00 p.m. and 7:00 p.m. observations on Friday evening, during the First Friday event. At approximately 15,000 s.f., it is likely feasible to construct a structure on the Salmon Lot, although it is noted that the auto supply store north of the site is built immediately adjacent to the property line. There is additional private parking immediately to the east of the Salmon Lot that could potentially be acquired to increase the footprint of any potential structure.

In aggregate, the Salmon Lot is likely the best candidate for development of a parking structure if the City pursues one, as the size, location, and adjacent land uses are all fairly favourable. A potential warning sign is the often-low utilization of this lot, suggesting that if a structure were developed here, the City should pursue other initiatives (e.g., employee parking permits) to ensure robust demand and relieve demand from nearby on-street spaces.

• Grasshopper Lot: The Grasshopper lot is a fairly large parking lot that could be developed partially or fully as a parking garage However, because the Grasshopper Lot hosts the weekly Growers Market (which requires the entire lot), part or all of the Growers Market would have to be relocated to develop a parking structure here. Additionally, since the lot is at the edge of the busiest area, it is located less ideally than other candidate sites to serve the typical daily demand of downtown. • Beaver Lot/Duck Lot/Redwood Lot/Brown Bear Lot: These lots are all located on the east side of 6th Street, somewhat removed from the busiest parts of town. The Redwood and Brown Bear Lots in particular saw reasonably low demand during most study times. The Duck Lot was fairly busy during peak times, though less so during off-peak times, while the Beaver Lot saw fairly consistent demand across study times.

Grants Pass Parking & Restroom Management Plan 65

Given the spatial constraints of the Beaver and Brown Bear Lots and the higher overall demand observed within the Duck Lot versus the Beaver Lot, the Duck Lot represents the best location for structured parking east of 6th Street. However as with the Salmon Lot, inconsistent demand observed within the Duck Lot suggests that a structure here would be more successful if combined with other initiatives to divert demand from on-street parking to the new parking garage.

• Plaza Site: The best location for a parking structure is most likely the Plaza lot, which provides easy access to both central downtown and the Growers Market. If the site redevelops, however, the City does not have a mechanism of requiring a developer to construct a structure there. It is noted, however, that the City owns a 10,000 s.f. parcel at the site’s southeastern corner that currently houses the Welcome Center and the existing public restrooms. While this site is likely too small to structure on its own, the City could potentially use this as a starting point in negotiations with the owner to develop public/private parking when the site redevelops.

Design Considerations

Business owners and other stakeholders have indicated that if a parking structure is built in downtown Grants Pass, it is important to ensure that the design is as attractive and environmentally friendly as possible. A potential point of reference is the Center Street Garage, which opened in 2018 in downtown Berkeley, CA to provide additional parking supply for a revitalizing area. This garage, shown in Figure 56, includes elements such as solar panels and gardens to support 720 spaces. Constructed for a cost of $38 million, the cost-per- space is approximately $53,000. While the design of a parking garage for Grants Pass would be somewhat different aesthetically, the Center Street Garage is a good example of a facility that serves significant demand while blending in reasonably well with the surrounding built environment.

Finally, it is noted that the above analysis considers the location of potential sites based on parking demand and transportation needs, other factors like soil quality, groundwater depth, etc., might impact the feasibility of developing a parking garage at a particular location.

Grants Pass Parking & Restroom Management Plan 66

Figure 56 - Center Street Garage in Berkeley, CA

Shared Parking/Lease from Safeway Lot

Another option to increase parking supply within the downtown area is to identify underutilized private parking and evaluate the potential to lease this parking on a part-time basis when demand necessitates it. These sorts of shared parking arrangements are a cost-effective way to increase the available supply, as they aim to take advantage of differing parking demand patterns for different uses to maximize the utility of existing spaces.

One potential location with ample parking is the lot belonging to the Safeway grocery store, located along the north side of SE G Street between SE 7th Street and SE 9th Street. Even if Safeway were to come to an agreement about a lease arrangement, the potential cost to the city is unknown, and this may not be a permanent solution. The data showed that the Beaver and Duck Lots, located at the southwest and southeast corners of the intersection of SE 7th Street at SE G Street respectively, filled before the Salmon Lot. If the City could lease the west end of the Safeway parking lot, the location would likely be utilized, especially during events and the Growers’ Market. It is unknown, however, whether the store’s management would be amenable to such an agreement.

Grants Pass Parking & Restroom Management Plan 67

Other potential locations are more ideally suited to this purpose. For example, the block bounded by 4th, 5th, G, and H Streets consists mostly of surface parking, including the City’s Salmon Lot. These lots appeared to be underutilized relative to nearby on-street parking, though this was not rigorously quantified in the study. The City could potentially engage owners of these spaces to allow for public parking during event days and other busy periods.

Management Recommendations

The recommendations in this section are offered to help the City manage parking in the near term, with emphasis on managing parking demand in heavily utilized areas (typically the centrally located lots and on- street parking) and encouraging use of under-utilized parking further from the center of downtown. Additional recommendations are offered to help manage parking during the Growers’ Market and special events, when demand is high throughout the study area.

Timed Parking/Paid Parking

• Most of the on-street parking within the study area is currently signed as three-hour maximum parking, however there are several block faces within or near the study area that are not timed. The current regulation of on-street stalls within the study area is shown in Figure 57. By implementing time restriction on the currently un-timed block faces, the City can encourage better turnover, particularly around employee parking related to the center in the southern portion of the study area.

• To wit, all timed parking allows for maximal stay times of up to three hours. However based upon the results of the analysis, much of the demand for on-street spaces appears to be for stays of two hours or less. To encourage additional turnover, the City can consider implementing two-hour time restrictions, which appear adequate to serve most on-street demand within the study area. Employee parking and other longer-term demand can accordingly be encouraged to utilize public lots or a potential new structure.

• Throughout the study area, parking restrictions are typically in place from 8:00 a.m. to 5:00 p.m. weekdays; however, peak demand periods were largely observed outside these times (6:00 to 7:00 p.m. on weekdays and during the Grower’s Market on Saturday). Extending timed parking later into the day and/or into Saturdays to correspond to observed peak demand could help increase turnover and availability of spaces.

• For stalls where demand is routinely high, including on-street parking on parts of G Street, 5th Street, and 6th Street, the City can consider implementation of paid parking. The central location of these parking stalls leads to high demand despite existing management measures (primarily time restrictions). Implementation of paid parking can help divert some of the demand for the most attractive parking spaces to nearby, non-paid location, while maintaining the general utility of the on-street supply.

Grants Pass Parking & Restroom Management Plan 68 NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

NE F St

NE 7th St Plaza SW H St

SW 3rd St SW 6th St Owl SW I St SE 7th St Legend Beaver Salmon Osprey On-Street Parking Types Duck Untimed Stalls SE G St SW J St Timed Stalls Subareas Redwood 6th Street SE H St Brown Central Downtown SW 4th St Bear East SW K St SE 8th St Northwest SW 5th St SE J St SE I St Southwest

Figure 57: Locations of Timed and Untimed Stalls

Enforcement

• A number of stakeholders have expressed interest in additional enforcement. As described in the analysis, during the timed parking windows approximately 5% to 10% of parked vehicles were observed to stay longer than the 3-hour maximum time. Additional enforcement can help free up some of this demand and encourage additional turnover during the times when these maximum stays are in effect. It is noted that few parking violations were noted aside from these overstays, so the utility of existing enforcement at present seems limited to overstays.

• Additional enforcement will become more important if the City implements any additional time restrictions or other restrictive management interventions. As mentioned previously, expanding the hours that timed parking is in effect or reducing the maximum stay on-street to two hours could potentially free spaces and encourage turnover, but these changes will need to be supported with increased enforcement to be effective.

• The logistics of parking enforcement are often tricky to optimize for jurisdictions, with some jurisdictions combining parking enforcement with other traffic enforcement initiatives, some using officers dedicated specifically to enforcement, and others subcontracting parking enforcement to outside firms. It is noted that parking enforcement produces little to no revenue; at best, the revenues from enforcement offset the costs. The City will need to carefully weight the costs of additional enforcement versus the benefits to decide on the best structure.

Employee, Vendor, and Jury Parking

• A key concern of stakeholders is employee parking. A common perception is that employees of retail and other businesses downtown utilize on-street parking, competing with customers for premium spaces. While there is some dedicated employee parking within lots and elsewhere within Grants Pass, this could potentially be expanded to include a greater number of downtown employees. Generally, the analysis found that parking close to the center of downtown was in the highest demand, while parking closer to the fringes was more widely available. The excess capacity in some of the outer lots (Brown Bear and Redwood) could potentially be dedicated to parking for downtown employees, freeing up the more attractive parking closer to the core for customers. To support this, the City can explore an expansion of the two-hour parking zone and additional or more robust enforcement opportunities.

• As described above, if the City pursues construction of a parking structure, a potential way of maximizing the utility of that resource would be to divert longer-term demand such as employee demand to the new structure, freeing up on-street spaces for retail/restaurant customers and other high-value, short-duration trips, consistent with the recommendation.

• The jury lot is a potential resource that is significantly underutilized. The lot’s 73 spaces are rarely fully utilized by jury-related operations, and accordingly the lot was observed to be mostly empty on weekdays. On Saturdays, the lot serves as needed extra parking for the Grower’s Market and other downtown activities, but still remains under 50% full.

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While this lot is under the jurisdiction of Josephine County, The City could consider working with the County to allow for public access to excess parking stalls. It is expected that days when the full capacity of the lot is necessary for jury-related activities, such as jury selection days, are infrequent. The lot could be reserved temporarily for jurors on those days, while during other days only 12 spaces (or whatever number is appropriate for everyday jury obligations) could be reserved, with the rest of the lot serving as general purpose parking. While the jury-only restriction is not in place during the Saturday peak period, it is possible some people are dissuaded from parking there due to the weekday restriction or presence of the signage. During Saturdays, signage and other wayfinding can be installed directing people toward this lot to help increase utilization.

• The Grasshopper Lot included 21 parking spaces that are signed as vendor spaces, but these signs are often ignored in practice when vendors aren’t actively utilizing the space. However, ample parking exists within the lot and in its vicinity to support all parking demand if the spaces were to be utilized and enforced as signed. The City should consider more robust signage or landscaping of the stalls to ensure that these spaces remain available to vendors.

Restroom Management

• The primary public restrooms downtown are located at the Welcome Center at the corner of 6th and G Streets. This is generally a favorable location, as these restrooms are centrally located near the bulk of downtown activity. However these restrooms are only open during the Welcome Center’s hours, although there is significant activity in the vicinity and likely demand for public restrooms well beyond the open hours. The City can consider expanded hours for these restrooms; however some concerns exist that the restrooms can be used for illegal or unwanted activity after hours.

• The City owns the 10,000 s.f. portion of the site that includes the restrooms and Welcome Center. If the site redevelops, the Welcome Center and the restrooms could likely remain in the long-term, although the short-term impacts of construction may necessitate an alternate restroom location. Additional restrooms may be warranted regardless. Several designs and concepts for public restrooms are in service throughout the region, with features that are intended to facilitate cleaning and maintenance, and reduce loitering or unwanted activity. These could be implemented to provide all-day public restrooms with minimal side effects.

• To the extent possible, any new restrooms should be located as close as possible to the primary hubs of activity, although not so close to the existing restrooms as to be redundant. The extents of parking demand can be used to lend some insight into where restrooms might work. If additional structured parking is developed, it might be logistically desirable to co-locate a public restroom within. However, some potential sites might require traversing a “psychological barrier” to travel between the bulk of downtown activity such as 6th Street (e.g., Beaver or Duck lots) or the railroad tracks (e.g., Grasshopper Lot). Another potential site is a planned transit center along 5th Street.

• If the City elects to pursue a parking structure, consideration should be given to co-locating a restroom within the structure. The siting consideration around the structure described above are somewhat

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analogous to the siting of the restroom, and the costs of a new restroom would likely be reduced substantially if co-located within a parking structure.

• For events that generate significant short-term demand like the Growers Market and special events, portable restrooms can be utilized on an as-needed basis for a cost-effective solution.

Development of the Plaza Site

Lastly, development of a large downtown site owned by Dutch Bros is under consideration. Previously, it was expected that this site would develop in a mixed-use fashion to include ground-floor retail uses, above- ground office uses, and some off-street parking. As of this draft, there are no firm plans to wit to develop the site.

• As described previously, while the site itself has a number of land uses that generate significant travel demand, the site also hosts a large parking lot that accommodates a variety of demand from throughout downtown. Thus it is expected that the demand generated by the site itself is somewhat less than the observed demand quantified in the previous section. The hour-by-hour parking generation of the plaza site itself can be estimated using the Parking Generation14 manual’s data for the Shopping Center land use, based on the square footage of the building. This land use accounts for some non-retail uses within the center, such as restaurants, health clubs, and recreational facilities. The existing strip mall has several restaurants, an indoor soccer facility, a salon and spa, and several specialty retail stores. A summary of the estimated parking generation of the existing shopping center is shown in Table 3.

• Development of the site, if and when it occurs, will have a significant impact on parking demand patterns throughout the study area. Grants Pass’ zoning code allows for a wide variety of latitude in developing the site, and a potential development plan could generate a negligible impact to the public parking supply (if the development has an adequate amount of off-street parking to meet demand) or a substantial one (if the development has little to no off-street parking). Further, existing demand for the Plaza Lot from vehicles that are not patronizing an existing store within the plaza will be redistributed to the rest of the system upon construction.

• The recommendations offered herein are designed to contemplate a variety of future activity and new demand within the study area. However if and when the plaza site develops, the City should revisit the analysis and recommendations presented herein in light of the proposal, with an eye toward both (1) The interim impacts caused by construction, and the removal of the supply and demand generators within the site; and (2) The long-term impacts caused by the proposed supply and projected demand of the development.

14 Institute of Transportation Engineers (ITE), Parking Generation, 4th Edition, 2010.

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Table 3 – Parking Demand of Existing Shopping Center

Non-Friday Hour Friday Saturday Weekday

8:00 a.m. 25 N/A 38 9:00 a.m. 53 N/A 84 10:00 a.m. 95 88 105

11:00 a.m. 127 111 126 12:00 p.m. 140 140 140 1:00 p.m. 136 129 140 2:00 p.m. 133 116 137 3:00 p.m. 123 106 127 4:00 p.m. 109 98 106 5:00 p.m. 87 102 94 6:00 p.m. 90 108 101

7:00 p.m. 108 129 71 8:00 p.m. 98 125 73 9:00 p.m. 59 N/A 62 10:00 p.m. N/A N/A 41

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Appendix

Grants Pass Parking & Restroom Management Plan 74 NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

> 85% SW 3rd St SW 6th St Owl Parking Lot Occupancy SW I St SE 7th St < 60% Beaver Salmon Osprey 60% - 74% Duck 75% - 85% SE G St SW J St > 85% Subareas Redwood 6th Street SE H St Brown Central Downtown SW 4th St Bear East SW K St SE 8th St Northwest SW 5th St SE J St SE I St Southwest

Figure A1: Parking Occupancy - Thursday, 10:00 a.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A2: Parking Occupancy - Thursday, 11:00 a.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A3: Parking Occupancy - Thursday, 12:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A4: Parking Occupancy - Thursday, 1:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A5: Parking Occupancy - Thursday, 2:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 59% Plaza 60% - 74% SW H St

75% - 85%

Figure A6: Parking Occupancy - Thursday, 3:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A7: Parking Occupancy - Thursday, 4:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A8: Parking Occupancy - Thursday, 5:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A9: Parking Occupancy - Thursday, 6:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A10: Parking Occupancy - Thursday, 7:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A11: Parking Occupancy - Friday, 1:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A12: Parking Occupancy - Friday, 2:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A13: Parking Occupancy - Friday, 3:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend

On-Street Parking Occupancy NE F St < 60% NE 7th St Plaza 60% - 74% SW H St 75% - 85%

Figure A14: Parking Occupancy - Friday, 4:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend

On-Street Parking Occupancy NE F St < 60% NE 7th St Plaza 60% - 74% SW H St 75% - 85%

Figure A15: Parking Occupancy - Friday, 5:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A16: Parking Occupancy - Friday, 6:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A17: Parking Occupancy - Friday, 7:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A18: Parking Occupancy - Friday, 8:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St

SW Booth St Grasshopper NE E St SW G St

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A19: Parking Occupancy - Friday, 9:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A20: Parking Occupancy - Saturday, 8:00 a.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A21: Parking Occupancy - Saturday, 9:00 a.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A22: Parking Occupancy - Saturday, 10:00 a.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A23: Parking Occupancy - Saturday, 11:00 a.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A24: Parking Occupancy - Saturday, 12:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A25: Parking Occupancy - Saturday, 1:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

> 85% SW 3rd St SW 6th St Owl Parking Lot Occupancy SW I St SE 7th St < 60% Beaver Salmon Osprey 60% - 74% Duck 75% - 85% SE G St SW J St 86% - 100% Subareas Redwood 6th Street SE H St Brown Central Downtown SW 4th St Bear East SW K St SE 8th St Northwest SW 5th St SE J St SE I St Southwest

Figure A26: Parking Occupancy - Saturday, 2:00 p.m. NE C St NW E St Jury NW D St

NW 6th St

SW Foundry St NE D St NW F St NW 5th St

NW 4th St NW 3rd St Craft SW Booth St Market Growers' NE E St SW G St Market

Legend On-Street Parking Occupancy NE F St NE 7th St < 60% Plaza 60% - 74% SW H St

75% - 85%

Figure A27: Parking Occupancy - Saturday, 3:00 p.m.