KITCHENER - It's something that comes up at most public meetings for new developments - residents worry their street will become clogged with parked cars, especially if a developer gets permission to put in less parking than what the city zoning requires.

But the facts tell a different story. Kitchener's current rules require developers to put in more off-street parking than most other comparable Ontario cities, and that parking isn't actually used.

"Our parking space requirements - the minimum number of parking spaces that are required when you build a new development or an addition - are generally higher," said Natalie Goss, a senior planner with the city. "That was definitely something revealing for us."

And once that parking is in place, it's not actually that well-used. A comprehensive parking study commissioned by the city revealed that, on average, no more than 69 per cent of parking spots were ever used.

The study looked at 48 different parking sites at a variety of locations all over the city. Only one of the sites ever reached full occupancy. All the others were never more than 69 per cent full.

Requiring developers to dedicate land for unused parking doesn't make good planning sense, Goss said. "Land is valuable. If we require less parking, it frees up land for other purposes."

Providing the parking costs the developer money, she notes. Some studies suggest it could cost $3,000 to $5,000 or more for each surface lot parking spot, and $10,000 or more for each spot in a parking garage.

Not spending that money on parking means there's more money for other things such as landscaping, more housing, a more attractive building design, and so on, Goss said.

Requiring builders to supply more parking than is actually used has other costs, says Mike Boos, a member of TriTAG, a group that promotes active transportation in the region and which recently examined the whole issue of parking requirements.

All that paved parking means there's more asphalt and more storm water run-off, and less green space. It also means a developer has room for fewer shops or apartments on that piece of land. The extra unused parking means things are more spread out, and makes the city less walkable, he said. "It's a hidden tax on everything, that only benefits the car user," Boos said.

Those somewhat startling findings spurred city planners to propose radically lower parking requirements as it revamps its zoning bylaw, which dates back to 1985.

New regulations being proposed would require fewer parking spots in most areas, with the fewest parking spots in areas closest to light rail and express transit.

In some cases, the city wouldn't set any minimum number of required parking spots. A downtown apartment or condo now must have one parking spot for every unit. The proposals would require no parking for the first 100 units, and then 0.9 spaces per unit thereafter.

That change reflects a trend across North America. More than 70 U.S. cities, from Kansas City to Fort Lauderdale have eliminated parking minimums in at least one neighbourhood.

The city is also changing its parking requirements to try and convince more people to get out of their cars and walk, bike or use transit, Goss said.

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Reduced parking requirements wouldn't mean parking would suddenly disappear, says Boos. The changes only apply to new developments and redevelopments; existing lots and garages will still be there. Developers know their markets, and will provide enough parking to make their development marketable, Goss said.

The draft proposals will be refined further, then the new zoning bylaw will go to a public planning meeting for more public input and council approval, likely in spring 2018. If, in a few years, the parking changes don't seem to be working as planned, the rules can be further refined, Goss said.