• To simplify the zoning code by removing the requirement to provide off-street parking for every kind of use regardless of the location in the City.
• To meet travel demand wholistically and not simply through one mode of transportation; providing significant amounts of parking leads to more driving and more congestion.
• To provide flexibility for new uses and development and to make it easier to adaptively reuse existing buildings.
• To improve the environment by reducing auto emissions and congestion and providing opportunities for better use of urban space.
• To improve affordability.

• Removal of minimum off-street parking requirements for all uses in all districts.
• Revisions to the parking maximums to cover more areas and align closer to what the market is providing.
• Requirement for transportation demand management (TDM) for larger developments.

• What is TDM?

• TDM refers to the tools and strategies used to increase the efficiency of the transportation network by meeting the demand for travel through transportation options that do not contribute to peak hour vehicle congestion.
• The purpose of the TDM requirement is to ensure that new larger development projects enhance mobility options and provide greater choices to new residents and workers of these developments.
• The goal of TDM is to reduce single occupancy-vehicle (SOV) trips by making it easier and more attractive for travelers to utilize transit, biking, walking, and other efficient travel options.
• The City already requires a TDM plan for very large scale development projects. This change formalizes the requirement in the zoning code and makes the TDM requirements directly proportional to the size of the proposed project.

• Reduce the amount of surface parking that can be provided in the City’s densest areas.

• Simplifies the code by removing minimum parking requirements and the various permitted reductions in parking requirements.
• Provides greater ease for reuse of existing buildings built prior to minimum parking requirements.
• Shifts focus of addressing transportation demand to all transportation options, not just the car.
• Allows for more optimal use of urban space.

• Remove any legally existing parking spaces.
• Enact much greater restrictions on car parking than already exists.
• Prohibit the building of new parking spaces and structures.
• Produce a large discrepancy between what the market provides and what the requirements limit.
• Create a parking free-for-all.
  • New developments where no or reduced parking requirements exist still provide off-street parking spaces.
  • Banks and lenders financing new projects often still require developers to provide some parking.

The following changes were made based on further discussions with the Department of Mobility and Infrastructure (DOMI):

• Clarified tuck-in parking language in Section 905.04.I.1.

• Added language that traffic analysis be consistent with DOMI guidelines for Public Assembly (Limited) use.

• Clarified that when less than 50% of a zoning lot is within the Frequent Service Walkshed that it should be considered outside of the walkshed.

• Updated purpose of the Bicycle Parking section (914.04).

• Added language that exceptions to the Parking Stall Dimensional Standards of Section 914.07.H are not permitted.

• Added language to require showing pedestrian paths on parcels as well as in the Right-of-Way for Institutional Master Plans (IMPs) in Section 904.03.D.4.i.

• Changed “structured parking” to “protected bicycle rooms” in 914.04.B.5 to clarify zoning language.

• Amended language to Planned Land Development Plan (PLDP) Review Criteria to ensure that PLDPs adequately address multi-modal transportations options.

The following amendment was based on feedback received from the public on EngagePGH:

• Amended Section 914.04.D.2 to require that all multi-unit residential uses provide bicycle parking in accordance with the bicycle parking ordinance. Currently, multi-unit residential developments of fewer than 12 units are exempt.

• Clarifies that parking carousels are allowed in Commercial/Mixed Use and RM (Multi-Unit Residential) Zoning Districts and allows them up to 60 feet or as tall as the primary structure (whichever is shorter) and requires them to be screened. These are an increasingly utilized parking strategy.