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for a certain number of homes within each <br />subdivision the option of installing solar <br />systems in the future. <br />Beyond just providing for the <br />possibility of future solar systems through <br />solar access and orientation requirements, <br />some jurisdictions are taking the next step <br />of requiring that buildings are prewired (or <br />preplumbed) for solar service. Resources <br />produced by the American Planning <br />Association through its participation in the <br />SunShot Solar Outreach Partnership include <br />examples of all of the strategies discussed <br />above (www.planning.org/research/solar). <br />5. Reuse Existing Buildings <br />A common adage in energy conservation <br />circles is that the most energy -efficient (or <br />sustainable) building is the one that you <br />don't build. If the primary goal is to save <br />energy, then a persuasive argument can be <br />use districts are often well suited to take <br />advantage of shared parking facilities or <br />available transit service, thereby reducing <br />the need for private off-street parking. <br />Reducing off-street parking can also lessen <br />the impact on the electrical grid since <br />large fields of parking contribute to the <br />heat island effect, spread out the distance <br />between buildings, and increase the <br />distance that electricity has to travel. <br />Applying building and zoning codes <br />uniformly throughout the community can <br />lead to the unintended destruction of <br />historic resources. Many older buildings <br />would need to be demolished and <br />replaced in order to comply with strict <br />energy efficiency or minimum off-street <br />parking requirements. For this reason, <br />jurisdictions often exempt downtown and <br />other special areas from off-street parking <br />requirements. Ocala, Florida's parking <br />® Requiring bicycle parking can be an <br />important component of a wider strategy <br />to reduce private automobile use. <br />made in favor of reusing buildings in more <br />urban settings before constructing new <br />tow -density suburban settlements. Allowing <br />a mix of uses within a district or a single <br />building can encourage building reuse by <br />allowing older buildings to be repurposed <br />for new uses. <br />Many modem zoning codes provide <br />for mixed use districts that allow (or <br />require) combinations of residential, <br />commercial, office, and even light <br />industrial uses. From a utility standpoint, <br />mixed use development maximizes <br />infrastructure efficiency and may even help <br />smooth out peak -period demand. Mixed <br />1. Parking area length -6'min <br />2. Parking area width - 2.5' min <br />3. Access aisle width - 5' min <br />exempt zone illustrates this approach <br />(§122.981). Similarly, communities may also <br />carve out limited exemptions for historic <br />buildings from energy -efficient building <br />code provisions. For example, Palo Alto, <br />California's green development regulations <br />exempt historic structures from certain <br />requirements 018.44.10). <br />6. Reduce Private Automobile Use <br />While the topic is too large to cover in <br />depth here, the most effective zoning <br />strategy for reducing private automobile <br />use may be mixed use and form -based code <br />provisions aimed at creating more compact, <br />walkable, and transit -friendly areas. Many <br />contemporary zoning codes incentivize or <br />require pedestrian- and transit -oriented <br />development either communitywide or in <br />multiple strategic locations. <br />In addition to provisions requiring <br />compact, mixed use development in transit - <br />friendly locations, communities can also <br />use zoning to encourage carpooling, car <br />sharing, or the use of more energy efficient <br />vehicles (e.g., motorcycles and electric <br />vehicles). Many communities require bicycle <br />parking in their zoning codes, and these <br />standards are typically based on a ratio <br />related to vehicular parking requirements. <br />CalGreen requires all jurisdictions to provide <br />bicycle parking equivalent to five percent <br />of all vehicle parking spaces (§5.1o6.4). <br />While carpool spaces have long been <br />required as part of some zoning codes, <br />CalGreen requires parking for "clean air <br />Outdoor bicycle parking areas <br />shall not be separated from a <br />building's main entrance by <br />more than 50'. <br />PMC <br />vehicles," which include vanpools, carpools, <br />electric vehicles, and gas -electric hybrids <br />(§5.106.5.2). <br />Beyond the baseline parking and clean <br />air parking requirements discussed above, <br />communities can also offer off-street parking <br />reductions for sites that provide bicycle <br />lockers, indoor bike rooms, and indoor <br />changing and shower facilities to encourage <br />employees to commute by bicycle. <br />Additionally, communities may consider <br />including separate parking allowances <br />for small vehicles such as motorcycles, <br />mopeds, golf carts, and other energy- (and <br />space-) efficient vehicles. <br />ZONINGPRACTICE 12.12 <br />AMERICAN PLANNING ASSOCIATION 1 page 5 <br />