A. Pedestrian and Persons with Disabilities (PwDs) Access. To provide safe, direct, and convenient facilities between all buildings, streets and sidewalks, and parking areas as required by the United States Access Board Public Right-of-Way Accessibility Guidelines and the most recently adopted Michigan Building Code. Barrier-free, uninterrupted access is necessary for the overall function, activity level, quality of life, and rights of all.

B. Bicycle Access and Mobility. To provide bicycle parking and mobility options that are adequate to support the needs of proposed and future uses of a site and ensure that the design and construction of bicycle facilities meets minimum design standards to promote safety, efficient circulation, and active transportation modes.

C. Vehicle Access and Mobility. To provide for personal vehicles, ride-shares, and transit accessibility and ensure that the design and construction of vehicle transportation routes, parking areas and curb cuts meet accessibility standards, reduces conflicts, and promote safe and efficient circulation for all users.

D. Off-Street Parking. Provide off-street parking that meets the demand of specific businesses, yet does not contribute to over-parking, arbitrarily increasing the costs of development, or creating environmental hazards such as heat islands, stormwater runoff, loss of habitat, and flood hazards.

All projects which require Site Plan approval, or conversions of use for which a Building Permit is required, must comply with the following:

A. Minimum Number and Location of Bicycle Facilities.

1. The minimum number of parking facilities is based on use with requirements located within the Parking Manual.

2. The minimum number of bicycle parking spaces must be available to the public, in a publicly accessible outdoor area on the lot, provided by either short- or long-term bicycle parking (or a combination thereof) depending best on the type of use it serves. Additional bicycle parking, beyond the minimum required, is encouraged if applicable to the use and such additional spaces may be located in an interior structure and not entirely for public usage.

a) Short-Term Bicycle Parking (temporary users, typically parking for 2 hours or less) must be placed within 100-feet of, and clearly visible from, the main entrance to the principal building.

b) Long-Term Bicycle Parking (geared for employees, residents, and public transit users who leave a bicycle unmonitored for longer than 2 hours) must be placed within 200-feet of the main entrance. These parking areas may require security and weather protection that let users park without unreasonable concern for loss or damage.

B. Design and Construction of Bicycle Facilities.

1. All bicycle parking facilities must be constructed in accordance with the latest version of the Association of Pedestrian and Bicycle Professionals Bicycle Parking (APBP) Guidelines, as related to short-term and long-term parking, the installation process, bicycle rack selection, and placement.

2. All bicycle parking areas must be hard surfaced with asphalt, concrete, pervious pavement, pavers, or other material to provide a durable, dust-free surface.

A. Applicability. Vehicle parking areas and access points (i.e., ingress and egress points, curb cuts, driveways) must be developed in accordance with, when applicable, the Michigan Department of Transportation (MDOT), the Road Commission for Oakland County, the most recently adopted Michigan Building Code, the Americans with Disabilities Act, and the Department of Public Works specifications.

B. Location of Parking.

1. Rear Yard. Parking must be located within a screened rear yard or side yard in the MXD-1, MXD-2, and CBD Districts (front yard parking is not permitted).

2. Front Yard. In the I-1, and I-2 Districts, parking areas in the front yard are permitted, provided they are screened from the right-of-way, pedestrian areas, and any R-1 or R-2 Residential District

3. Design and Construction. All off-street parking must have direct access to a public right-of-way through an alley, driveway, or permanent access easement. All spaces must be provided adequate access by means of maneuvering lanes; backing directly onto a street is prohibited.

4. Lawn Parking. Parking is prohibited on lawn areas.

C. Residential Parking.

1. Parking may consist of a driveway, garage, or combination thereof that consists of asphalt or concrete, or pervious pavement. In combination with an impervious surface, reinforced grass parking strips are permitted to run the length of the driveway.

2. Driveways cannot be wider than 3-feet on either side of the opening of the garage door(s) or carport opening. If no garage or carport exists, residential parking areas cannot account for more than 50% of the total front yard and cannot be directly located in front of a principal dwelling unit (excluding an AD).

3. Detached carports cannot be constructed closer to the side or rear lot line than the permitted setbacks. Portions of the carport cannot extend into the required front yard area.

4. Front yard circular or horseshoe drives are prohibited.

5. One curb cut and approach is permitted per street frontage.

6. A minimum one-foot-wide lawn or landscape strip is required between the edge of the parking area and all lot lines to provide adequate room for drainage, snow storage and privacy screening.

7. Parking areas shall not extend into or include any part of that area enclosed by the front lot line, the front line of the principal building and the extended side lines of the principal building.

D. Parking Area Layout. The layout of all off-street parking areas, except those in an R-1 or R-2 Residential District with four or less units, must be in compliance with the table and figure below (exception: parking for compact vehicles). An alley adjacent to the lot may be used to meet the requirement for drive aisle width.

1. Lane Widths. All maneuvering lane widths permit one-way traffic movement, except that the 90° pattern may permit two-way movement.

2. Curbing. Bumper blocks and wheel chocks are not permitted. Parking areas must be curbed.

3. Signage and Striping. Appropriate signage and striping must be provided within all parking lots. Designating traffic flow at all entrances and exits (i.e., directional arrows) may be required by the City.

4. Compact Vehicles. Up to 20% of the parking spaces may be designated for small, compact vehicle spaces. Spaces must be at least 8-feet-wide and 16-feet-long and clearly signed "For Compact Vehicles Only".

*A Parking space length may be reduced to 18-feet if the space is not adjacent to landscaping or sidewalks. *B May be required to be increased in instances where fire or safety apparatus uses the maneuvering lanes.

5. Driveway Width. All two-way driveways providing vehicular access to a parcel, when not adjacent to parking, must be at least 20-feet in width. When such driveway is proposed to be one-way, the minimum must be 12-feet in width and the applicant must receive Fire Department approval.

Parking Space Layout

E. Design and Construction, Curb Cuts.

1. Alley or Secondary Streets. If present, all vehicular access must take place from the alley. When an alley is not present, access to corner lots from a secondary street is preferable to access from a primary street.

2. Number of Curb Cuts. The number and width of curb cuts must be the minimum needed. Access must be provided for each site; where feasible, access must be provided via a shared access curb cut. One additional curb cut may be allowed for properties with a continuous frontage of over 500-feet and one additional curb cut for each additional 250-feet of frontage.

3. Spacing. Curb cut spacing is measured as illustrated in the figure below:

a) Spacing from Intersections. Minimum spacing requirements between a curb cut (excluding one- and two-unit dwellings) and an intersection either adjacent or on the opposite side of the street may be set on a case-by-case basis but must follow the distances listed in the table below. The spacing from intersections is measured from the nearest edge of the street pavement to the centerline of the curb cut.

b) Spacing from Other Curb Cuts. Minimum spacing requirements between curb cuts (excluding one- and two-unit dwellings), measured from centerline to centerline, is determined based upon posted speed limits along the lot frontage:

c) Spacing from Other Curb Cuts, Across Roadway Alignment. To reduce left-turn conflicts, new or modified curb cuts must be aligned with those across the street. If alignment is not possible along arterial streets, curb cuts must be offset from those on the opposite side of the street, a minimum of 150-feet (see "B" in Figure) and a waiver granted by the Approving Body.

d) Driveway Spacing from Median Openings. For streets that have a center median such as Woodward Avenue, to reduce conflicts between traffic entering and exiting a median crossover and driveways, curb cuts cannot be directly aligned with crossovers unless it would be signalized or where direct ingress from the crossover would result in acceptable traffic operation and safety as determined by the City and the Michigan Department of Transportation. Curb cuts must be offset from median crossovers as follows:

1) A curb cut must be offset a minimum of 150-feet from a "downstream" access where turning movements will not interfere with the median crossover (see "E" in Figure).

2) A curb cut must be offset a minimum of 525-feet from an "upstream" access to provide adequate weaving distance to or from the curb cut to or from the median crossover, or as determined by the City engineer based on anticipated volumes along the street and of the curb cut (see "F" in Figure).

4. Turn Prohibitions. Left turns may be prohibited to and/or from curb cuts if any of the following circumstances exist: inadequate corner clearance; inadequate sight distance; and/or inadequate driveway spacing.

5. Shared Driveways.

a) Where the spacing standards are not met, the City may require a shared curb cut or construction of a frontage road or rear service drive connecting two or more properties. Shared access is appropriate near existing traffic signals or near locations that have the potential for future signalization; along major streets or arterials with high traffic volumes; and where there is a relatively high number of crashes or limited sight distance. Provisions for shared access is considered between sites that are in the same or similar zoning district (e.g. between adjacent commercially zoned properties).

b) Shared curb cuts and service roads must be within an access easement recorded with the Oakland County Register of Deeds. The access agreement shall clarify the responsibility of each property owner for the responsibility of maintenance and improvements of the easement.

6. Directional Driveways, Divided Driveways and Deceleration Tapers. Directional driveways, divided driveways, and deceleration tapers and/or by-pass lanes may be required where they will reduce congestion and accident potential for vehicles accessing the proposed use or site.

F. Waiver of Access Standards. Certain existing site conditions may prohibit full compliance with the curb cut spacing standards. The Approving Body may, after considering the criteria below, grant a waiver from the standards of this Section in the following situations:

1. The request involves a change in use, expansion, alteration, or redesign of an existing development where it can be demonstrated that pre-existing conditions prohibit adherence to the minimum curb cut spacing standards.

2. The modification will allow an existing curb cut to remain that does not meet the standards of this Section but that has, or is expected to have very low traffic volumes (less than 50 in- and out-bound trips per day) and is not expected to significantly impact safe traffic operations.

3. The use is expected to generate a relatively high number of trips and an additional curb cut will improve overall traffic operations.

4. Practical difficulties exist on the site that make compliance unreasonable (sight distance limitations, existing development, topography, unique site configuration or shape), or existing off-site driveways make it impractical to fully comply with the standards.

5. Due to restricted turning movements or the presence of a median that restricts turning movements, the driveway does not contribute to congestion or an unsafe situation.

6. Any other considerations deemed similar by the CED Director.

A. Intent. To provide electric vehicle (EV) charging abilities throughout the City to meet current and future demand by EV users and help achieve City established climate and equity goals. This Section outlines the types and levels of charging stations that may be required.

B. Applicability. Electric Vehicle Supply Equipment (EVSE), commonly known as charging stations, may be located in any parking lot and within any zoning district, if all other parking standards are met. The requirements of this Section apply to any newly constructed parking lot or parking structure, or if an existing parking lot or structure adds any new parking spaces.

C. Types of EVSE. There are three types of EVSE: EV-C; EV-R; and EV-I. Within each EVSE, there are different charging levels. Level 2 is the default charging level; all EVSE spaces must accommodate a Level 2 charge. When required, each site must install the required quantity of EVSE such that all EVSEs are able to simultaneously charge the same quantity of parked EVs.

D. Meeting Level 2 EVSE Quantity. To determine the quantity of required EVSE for a site, take the proposed total number of parking spaces on the site, multiply that number by the C, R, and I percentages in the three columns of the table in the Parking Manual.

E. Electric Vehicle Charging Management Systems. Electric Vehicle Charging Management Systems enable electrical load balancing and other smart features for sites where multiple (at least two) EVSEs will be charging simultaneously. For properties where the quantity of EV-C required is at least four Level 2 EVSEs, use of a software-based EVSE energy management and control system is a requirement. Physical wall space must be reserved for the ancillary Charging Management System(s) adjacent to all electrical service panels containing dedicated EV-C circuits, or somewhere along the conduit runs between the panel and the EVSEs. These software systems and related physical control modules or equipment must be installed and operational when at least four EV-I exist at a site. These Electric Vehicle Charging Management Systems should be expanded when necessary to maintain their function and purpose whenever adding EVSE to sites that already have four EV-I.

A. Required Parking Spaces. Each parking lot that serves a building (except for single- and one-unit dwellings), must provide parking that meets the requirements for barrier-free access, per the table below. A barrier-free route of travel from accessible parking spaces to the nearest barrier-free building approach must also be provided.

B. Dimensions of Parking Spaces. Dimensions, and their pavement marking, must meet the United States Access Board Americans with Disabilities Act Accessibility Standards. See illustration of standards below.

Barrier Free Parking Space Layout

C. Additional Barrier-Free Parking Space Accessible Standards. For additional standards, reference the United States Access Board Americans with Disabilities Act Accessibility Standards.

A. Required Parking Spaces. Where EVSE is provided in parking lots or parking garages (excluding one and two-unit dwellings), barrier free EV charging stations must be provided as follows:

B. Design. Accessible electric vehicle charging stations must meet the recommendations and regulations outlined in the United States Access Board, Technical Assistance Document: Electric Vehicles.

C. Location of Parking Spaces. Accessible EVSE should be located in close proximity to the building or facility entrance and must be connected to a barrier-free accessible route of travel. It is not necessary to designate the accessible electric vehicle charging station exclusively for the use of disabled persons. See option below for providing accessible EVSE.

A. Purpose. All projects, except those listed in Section 7.07(B): Projects Exempt from Off-Street Parking below, require off-street parking spaces. The Parking Manual establishes the minimum number of required parking spaces, including vehicle, electric vehicle, and bicycle, but allows applicants to deviate from this number by providing the City with a parking study. The CED Director reviews all parking study requests and issues either a letter of parking sufficiency or refers the matter to the Planning Commission for review and final approval. Barrier-free spaces required by the ADA cannot be waived

B. Projects Exempt from Off-Street Parking. Projects exempt from providing off-street vehicle and electric vehicle parking must provide the required ADA barrier-free spaces. Exempt projects include:

1. Non-Residential Projects in the Central Business District (CBD).

2. Affordable housing units (that portion within a development proposal).

3. Businesses with an occupancy level of 30 persons or less, only when the use is not subject to special land use approval.

C. Process. The applicant reviews the Off-Street Parking Manual requirements listed for their business / use in the Parking Manual. The applicant can provide this amount or offer an alternative number to the CED Director with a parking study.

1. Application for a Parking Study. The application consists of a parking study and a brief short answer narrative of why the required off-street parking amount is excessive for the business. The CED Director can request any additional information needed. Failure to submit information may result in no decision being made.

2. Review and Approval Standards. The CED Director may reduce the parking based upon finding that there will be lower demand for parking due to one or more of the following factors:

a) Shared parking by multiple uses with peak parking demands during differing times of the day or days of the week.

b) Convenient municipal off-street parking or on-street spaces are located within 500-feet that have the capacity to handle additional parking.

c) Expectation of walk-in business due to sidewalk connections to adjacent residential neighborhoods or employment centers. The site design incorporates pedestrian connections to the site and on-site pedestrian circulation providing safe and convenient access to the building entrance.

d) Availability of other forms of travel such as transit. The CED Director may require that the site design incorporate transit stops, pedestrian connections to nearby transit stops or enhanced bicycle parking facilities.

e) The applicant has provided a parking study that demonstrates that another standard would be more appropriate based on actual number of employees, expected level of customer traffic or actual counts at a similar establishment.

D. To compute the number of parking spaces in the Parking Manual, the definition of usable floor area (UFA) governs.

E. Employee parking is required for the number of employees on the largest working shift.

F. Where no default parking standard is offered, the CED Director shall apply a standard for a similarly determined use listed in this Code or may study planning best practices to find a suitable alternative parking standard.

G. Where more than one use is present in a building or on a site, the various components of the use must comply with the parking applicable individually. The applicant must provide information regarding the floor area, employees, or other relevant information about each use to allow the city to determine the minimum parking requirements for the building or site. Shared parking provisions may be applied if applicable.

Private parking facilities may be shared by multiple users whose activities are not normally conducted during the same hours, or when hours of peak use vary. No reduction in the number of spaces reserved for persons with disabilities is permitted.

A. Proof from Applicant. Evidence must be submitted that demonstrates shared parking will not result in inadequate parking. Below is a list of required application information:

1. An analysis of available and used parking spaces based on parking counts taken at certain time intervals and days to verify parking usage patterns.

2. The type and hours of operation and parking demand for each land use.

3. A sketch or site plan displaying shared use spaces in the lot and walking distance to the uses sharing the lot.

4. A description of the character of land use and parking patterns of adjacent land uses.

5. An estimate of anticipated turnover in parking space use over the course of 12 - 24 hours at the site.

B. Distance and Design Standards.

1. A waiver of the maximum allowable distance between the user and associated shared parking may be approved by the CED Director (up to 500-feet), with written justification and supporting information provided by the applicant.

2. Users sharing a parking facility must provide for safe, convenient walking between land uses and parking, including safe, well-marked pedestrian crossings, signage, and adequate lighting. Pedestrian paths must be as direct and short as possible, without compromising safety. A pedestrian circulation plan that shows connections and walkways between the parking facilities and subject uses must be provided.

3. Details regarding the maintenance of the shared parking areas, including snow removal, must be provided within the shared parking agreement.

C. Parking Agreement. If the CED Director approves the shared parking agreement, a written agreement must be approved by the City Attorney and executed by the property owner to assure the continued availability of the shared parking spaces for the life of the development. The agreement must, at a minimum:

1. List the names and ownership interest of all parties to the agreement and contain the signatures of those parties.

2. Provide a legal description of the land upon which the parking area(s) and building(s) appurtenant to the parking areas are located.

3. Include a sketch or site plan showing the area of the parking lot, pedestrian and driver circulation, maintenance, etc.

4. Provide details regarding the maintenance of the shared parking areas, including snow removal.

D. Change in Use. Should any of the shared parking uses be changed or should the CED Department find that any of the conditions described in the approved shared parking study or agreement no longer exist, or if insufficient parking is an issue due to complaints, the owner can submit a revised shared parking study and an amended shared parking agreement or provide the number of spaces required for each use as if computed separately. If the CED Department determines that the revised shared parking study or agreement does not satisfy the parking needs of the uses, the shared parking request will be denied.

A. Location. All buildings (excluding residential with 4 or less dwelling units) with an off-street loading zone must be screened from the public right-of-way and from any R-1 or R-2 Residential District. A dedicated alley may satisfy the requirement for off-street loading and unloading.

B. Dimensions. Loading zones must be a minimum of 10-feet by 40-feet, with a 14-foot height clearance.

C. Required Greenbelt, Setbacks, and Screening. Non-alley off-street loading and unloading which abuts an R-1 or R-2 Residential District must be screened per Section 6.04: Required Landscaping.

D. Access. A Loading Zone cannot be configured to allow vehicles to back out directly from it onto a right-of way, or to require vehicles to back into it from a right-of-way.

E. Quantity. In the case of a mix of uses or a mixed-use building on one developed lot, the total requirements for loading zones is the sum of the various uses computed separately. Loading zones must be provided as follows:

The storage of vehicles for sale and the repair of vehicles on an R-1 or R-2 Residential District is prohibited, unless otherwise provided for in this Code. The parking or storage of commercially licensed vehicles is not permitted in the following cases if such parking or storage exceeds a 1-hour period (this does not apply to the lawful and expeditious loading, unloading, delivery or pick-up of materials, goods, merchandise, or persons):

A. The parking or storage of commercially licensed vehicles, including, but not limited to: semi-tractors, semitrailers, semi-trucks, and tow trucks.

B. The parking or storage of commercially licensed vehicles used to transport persons for hire, including, but not limited to: taxicabs, limousines, hearses, food trucks, and buses.

C. The parking or storage of commercially licensed vehicles which weigh over 6,000 pounds when empty but fully equipped for service.

To minimize excessive areas of pavement which negatively impact aesthetic standards and contribute to high volumes of stormwater runoff, the maximum off-street parking permitted cannot exceed 110% of the minimum parking requirements for that specific use in the Parking Manual. This does not apply to one to four-unit dwellings or for the approved storage of vehicles for their repair, sales, and storage and distribution.

The Approving Body can modify the standards in Article 7: Parking, Access and Mobility, upon consideration of the following:

A. The standards would prevent reasonable access to the site or access via a shared driveway or service/frontage road is not possible due to the presence of existing buildings or topographic conditions.

B. Roadway improvements (such as the addition of a traffic signal, center turn lane, or bypass lane) will be made to improve overall traffic operations prior to project completion, or occupancy of the building.

C. The use involves the redesign of an existing development or a new use which will generate less traffic than the previous use.

D. The proposed location and design are supported by the Michigan Department of Transportation (MDOT) or Oakland County as an acceptable design under the existing site conditions. The City may also request the applicant provide a traffic impact study to support the requested access design.

E. Where there is a change in use or expansion at a site that does not comply with standards of this Code, the City may determine the amount of upgrade needed in consideration of the existing and expected traffic pattern and the capability to meet the standards of this Code to the extent practical.

The City may require a traffic impact study (TIS) for all development proposals when there is a concern for the increase in traffic and negative impacts to surrounding neighborhoods. The TIS must be submitted by the applicant to determine the potential future traffic conditions on adjacent roadways once the proposed development is finished. The TIS must include a prediction of the peak-hour operational conditions at site driveways and road intersections affected by the development. The results of the TIS may be used in the final design of access points and internal circulation and may identify necessary off-site road improvements. At a minimum, the TIS must meet standards as published by the Southeast Michigan Council of Governments (SEMCOG) and MDOT in the handbook titled Evaluating Traffic Impact Studies and found acceptable by the City.