DOWNTOWN WICHITA PARKING PLAN
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Executive Summary Wichita’s new downtown parking plan, launched in 2025, replaces decades of mostly free parking with a modern, self-sustaining system. The city manages about 8,000 spaces, which previously cost $400 per space annually to maintain but generated only $227 in revenue. Under the new plan, on-street parking costs $1/hour (enforced Mon–Thu 8 a.m.–6 p.m., Fri–Sat until 9 p.m.), with city lots at $5/day and garages up to $10/day. Parking fines increased from $10 to $35 to encourage compliance. The city invested $12 million in new equipment and management, projecting $3.3 million in revenue for 2025 and a $450,000 surplus in the first year. That surplus will fund long-delayed upgrades, including $9 million in deferred maintenance on lots and garages, plus improved lighting and security. Old Town and Delano remain free of meters for now, though future funding models (like a sales tax district) are under discussion. By shifting costs to users, the plan aims to improve space turnover, fund infrastructure, and support downtown’s growth as new developments add thousands more workers and visitors. Parking by the Numbers 8,000 – Approximate number of City-owned downtown parking spaces. $400 per space – Annual maintenance cost. $227 per space – Average annual revenue under the old system. $9 million – Deferred maintenance backlog for downtown parking lots and garages. $12 million – Total cost of new parking contract (6 years), including $2.3M for new meters/kiosks. $1/hour – New on-street parking rate. $5/day – Flat daily rate for City-owned surface lots. $10/day – Typical daily max for City garages. $35 – New fine for parking violations (up from $10). $3.3 million – Projected parking system revenue in 2025.
$450,000 – Expected surplus in the first year, dedicated to reinvestment. 2 districts excluded – Old Town and Delano remain free of meters for now.
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History and Origins of the Parking Plan
Wichita’s move toward a comprehensive downtown parking plan has been years in the making. In the mid-2000s, the impending opening of the Intrust Bank Arena (downtown Wichita’s large events venue) underscored the need for better parking management. In 2007, the City commissioned Walker Parking Consultants to develop a Parking and Mobility Master Plan for downtown. By 2009, the City of Wichita (in partnership with Sedgwick County and management firm SMG) initiated a more detailed Parking and Mobility Management Plan. Consultants (Walker Parking and UrbanTrans) were tasked with evaluating downtown parking challenges and proposing actionable solutions. This 2009 plan involved reviewing previous studies, gathering stakeholder input (public meetings were held in summer 2009), and developing guiding principles for downtown parking management. It laid out recommendations such as updating equipment, instituting better enforcement, and exploring demand-based pricing to improve turnover of spaces. Around the same time, in 2010, Wichita’s broader downtown revitalization roadmap – Project Downtown: The Master Plan – reinforced the idea of a “park-once” strategy and creating a more pedestrian-friendly core, which depended in part on effectively managing parking resources. Despite these plans, for the next decade the city made only incremental changes. Downtown Wichita continued to offer mostly free parking (with a mix of 2-hour time limits and a dwindling number of old coin-operated meters in certain areas). However, the financial strain on the City’s parking budget grew over time. Revenue from a handful of meters, leases, and fines was not keeping up with the costs of maintaining parking lots and garages. In fact, throughout the late 2010s, the parking fund often ran an annual deficit – meaning general taxpayer funds would soon be needed to prop it up if nothing changed. City leaders grew concerned about a backlog of maintenance in city-owned parking structures (estimated around $9 million in deferred repairs and upgrades).
In 2019, efforts to revisit and update the downtown parking plan began anew. The City launched the Wichita Parking & Multimodal Plan process, aiming to integrate parking strategy with other transportation modes (like transit, walking, and biking). This effort was delayed by the COVID- 19 pandemic, but by 2022 it was back on track. After extensive study and public input, the Wichita City Council in March 2023 officially adopted a new downtown parking plan. This plan fundamentally shifted policy by introducing paid parking on a wide scale, effectively ending the era of free unlimited public parking in the downtown, Old Town, and Delano areas. The adopted framework included investing in new meter technology, hiring a private operator to manage parking services, and updating city ordinances to reflect new rules and pricing. Early 2024 saw the initial steps toward implementation, but also growing public awareness and concern. When city officials announced that paid parking would begin by the start of 2025, some downtown business owners and residents reacted with alarm. They worried that customers, long accustomed to free parking, might avoid downtown businesses rather than pay for a parking spot. These concerns were especially vocal in Old Town and Delano, popular districts where shoppers and diners had enjoyed free parking for years. In response to the outcry, the City Council decided in August 2024 to pause the rollout of the new meters and conduct more community engagement before moving forward. During this pause, city staff held public meetings to explain the plan’s details and gather feedback. The overall sentiment was that while stakeholders understood the need for sustainable parking funding, they also wanted assurances that paid parking would not drive away commerce or unfairly burden downtown employees and residents. After gathering input and making some adjustments, Wichita officials affirmed that the parking plan would proceed, with a phased implementation and certain compromises. By late 2024, the city resumed preparations to install meters and kiosks, aiming to educate the public and soften the transition.
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Current Downtown Parking System: Technology, Pricing, and Enforcement
Wichita’s system is compatible with two major parking mobile apps – ParkMobile and PayByPhone – which many drivers may already use in other cities. With these apps, a user can pay for parking on their phone by entering the zone or location code and even extend time remotely (up to the maximum allowed) without returning to the car. The introduction of license- plate-based payment means there is no need to place a paper receipt on the dashboard; enforcement officers can verify payment by scanning the vehicle’s plate number. City-owned parking lots and garages are also being equipped with similar technology: instead of manned booths or honor boxes, patrons will find pay stations or kiosks at pedestrian exits or near elevators where they pay and associate their license plate with their payment. In some lots, “pay and display” may be used (printing a ticket for your dash), but overall, the system is moving toward paperless, app-supported operation. This technological upgrade is intended to make parking more convenient (no more digging for quarters) and efficient for users, while providing the city with better data on parking usage. heart of the new parking system is modern digital meter and kiosk technology. Instead of traditional coin-only meters at every space, downtown Wichita is now installing multi-space parking kiosks and updated single-space meters that accept electronic payment. In practice, when a driver parks on a downtown street, they will locate the nearest payment kiosk (typically one on each block or mid-block). At the kiosk’s touchscreen, the user enters their vehicle’s license plate number and selects how much time they wish to purchase. The kiosks accept multiple forms of payment: coins (for those who still prefer cash), credit or debit cards, and smartphone-based payments. Technology and Payment Methods: The
Along with new equipment, the city has implemented a new pricing structure for downtown parking. As of 2025, on-street public parking in the designated downtown area is no longer free during business hours; it now costs a standard $1.00 per hour. This flat rate applies across most downtown street spaces, simplifying the system (earlier proposals considered variable rates from $0.75 in low-demand areas up to $2.00 in prime spots, but the final plan opted for a single rate to start). The paid period extends into the evening on certain days: from 8:00 a.m. to 6:00 p.m. Monday through Thursday, and 8:00 a.m. to 9:00 p.m. on Fridays and Saturdays. This means people coming downtown for weekday business or for dinner on a Friday night will need to pay for the time they park. Sundays and major holidays remain free, and outside of the stated hours parking is not enforced (except during special “Event Parking” times, such as when there’s a concert or game, where the City may post a flat event rate for parking near the venue). Pricing Structure: For those parking in city-managed surface lots, the same hourly rate generally applies, but there is often a daily maximum rate to accommodate all- day parkers. Typically, one can pay $5 for an entire day in a surface lot, which is beneficial for downtown employees or day-long visitors. In the city’s parking garages, which offer covered parking, the daily maximum is a bit higher (around $10 per day). This pricing encourages short-term visitors to use on-street spots for quick trips (since on-street costs the same $1/hour but may have time limits), while long-term parkers (employees, etc.) are nudged toward lots and garages where they can pay a flat fee and not worry about time limits. Additionally, the city continues to offer monthly parking permits for frequent users.
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Depending on the facility, a monthly pass ranges roughly from $20 up to $50 per month. For example, an uncovered lot farther from the core might be $20/month, whereas a secured garage space might be $50/month. These permits are aimed at downtown workers or residents who need a reliable parking space and provide a cost-effective alternative to paying hourly every day. Overall, the pricing plan is crafted to support two key goals: generating enough revenue to maintain the parking system (so general taxpayers aren’t subsidizing it) and managing demand so that the most convenient spaces have turnover and availability. The expectation is that with a modest hourly fee, drivers will be more likely to only use the time they need, freeing up curbside spots for the next customer and reducing the phenomenon of cars camped out all day in prime locations. and oversee this new system, Wichita has contracted with a professional parking management firm, The Car Park (an Idaho-based company specializing in parking services). Under a six-year agreement, The Car Park handles the day-to-day operations: installing and maintaining the meters/kiosks, providing customer service, and crucially, enforcing parking rules. The company’s enforcement officers (sometimes called parking ambassadors) patrol the downtown area, now equipped with license plate recognition tools that allow them to quickly scan parked cars and verify if a vehicle has paid for the allotted time. If a car is found in violation (for instance, parked during enforcement hours with no payment, or remaining past their paid time), the officer will issue a parking citation. As part of the plan rollout, Wichita significantly increased the fines for parking violations. Previously, an expired meter or overtime parking ticket was only $10, but the City Council raised the standard fine To implement to $35. This higher penalty is meant to deter drivers from simply gambling on not paying. The Car Park’s staff have the authority to issue these city parking tickets and repeat offenders may even face escalated fines or vehicle immobilization in extreme cases (though the focus is on compliance, not punishment). Enforcement and Management:
Enforcement hours coincide with the paid hours (8 a.m. to 6 p.m., extended to 9 p.m. on Fri/Sat). During those times, one can expect active monitoring. Outside of those hours, the kiosks won’t require payment and enforcement is minimal (except for safety-related violations like blocking fire hydrants or driveways, which are always enforceable). The City has emphasized that in the initial weeks of the program, enforcement would be somewhat lenient – officers issued warnings and helped educate drivers on the new system. As the community adapts, enforcement is becoming more regular. Another role of The Car Park is to optimize the system in cooperation with city officials. They provide expertise from other cities on where to place kiosks for convenience, how to sign the areas clearly, and they will gather data on usage. Wichita’s agreement with the vendor also involves consultations on adjusting the plan: for example, identifying blocks that may need shorter maximum parking times (if they have extremely high turnover businesses) or areas that might handle a slightly higher rate in the future if demand is overwhelming. Any such changes would go through City approval, but having a specialized manager allows the system to be fine-tuned more dynamically.
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Geographic Scope: Where the Plan Applies
The geographic scope of the parking plan is essentially the greater downtown Wichita area – but with a few important carve-outs. The paid parking zone covers the core downtown business district and adjacent city-owned parking facilities. In general, this means the area roughly bounded by Washington Street on the east, Main/McLean Boulevard (near the Arkansas River) on the west, Central Avenue to the north, and Kellogg (US-54 highway) to the south. Within this zone lie most of Wichita’s downtown offices, shops, restaurants, and entertainment venues. The plan also specifically includes the WaterWalk district (south of Douglas Avenue along the east bank of the river, an area with hotels, the Riverfront Stadium, and other attractions). All on- street parking spaces within this broad downtown footprint are slated to be metered or signed for payment, and all public (city-owned) surface lots and parking garages in the area are included as well. It is important to note that two popular areas just on the edges of downtown are currently excluded from the paid parking rollout: the Old Town district and the Delano district. Old Town is an urban entertainment district just to the northeast of the core downtown, known for its restaurants, bars, shops, and a high concentration of evening visitors. Delano is a historic neighborhood and business area immediately west of downtown across the river (centered around Douglas Avenue west of the river, near Seneca Street). These districts have traditionally offered free public parking – Old Town even has a dedicated free parking garage funded through a special tax district. In the initial implementation of Wichita’s parking plan, city leaders decided not to install meters or kiosks in Old Town or Delano. Thus, streets and public lots in those areas remain free (with existing time limits still in effect during business hours). Plan Exclusions:
The decision to exclude Old Town and Delano, at least temporarily, was largely driven by feedback from stakeholders. Business owners in those districts expressed that having free parking is an important competitive advantage that draws patrons, especially in the evenings for dining and nightlife. They worried that charging for parking could push customers toward suburban shopping or discourage spontaneous visits. During the 2024 engagement period, the city heard these concerns and opted to phase the geographic coverage: start with the downtown core (where the need for revenue and management was greatest) and observe the impacts before expanding into these peripheral districts. City officials have communicated that paid parking in Old Town and Delano is “excluded at this time,” leaving open the possibility that in the future the policy could extend there if deemed necessary or beneficial. Within the downtown zone that is proceeding with paid parking, virtually every curbside space is affected. This includes areas around government buildings (City Hall, County Courthouse), near the main library and Century II, around Intrust Bank Arena, and along key corridors like Douglas Avenue, Broadway, Market, Topeka, and others. Blocks that were once unrestricted or 2-hour free parking now have signage indicating the requirement to pay at a kiosk. There are a few exceptions: loading zones, accessible (handicapped) parking spaces, and short-term drop-off zones are still designated as such, though some loading zones might also be time limited. Additionally, residential permit parking areas on downtown’s fringe (where some housing exists) are handled separately and are not open for paid public parking.
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The WaterWalk area and the vicinity of Riverfront Stadium (the baseball stadium) are included in the paid parking program as well. These were areas that often charged for parking during events even before the new plan (for example, a $10 event parking fee on game nights), but now the infrastructure will be in place for more consistent pay requirements even outside of special events. In essence, if you plan to park anywhere in the central downtown area of Wichita, you should expect to pay for parking during the posted enforcement hours, unless you are in Old Town or Delano. A helpful way to visualize it: the city provided maps (available through ParkWichita and Downtown Wichita websites) highlighting the paid parking zone. That zone covers downtown proper and stops short of spilling into those two adjoining districts. currently enforced in Old Town and Delano, the city will be monitoring how parking patterns respond. If, for example, a significant number of drivers begin to flock to Old Town’s free garage or Delano’s streets to avoid paying downtown, it could lead to congestion there and complaints from those businesses. Wichita may consider implementing some form of parking management in those areas later on (this could be meters, or possibly a validated parking program or time limit adjustments). Conversely, if the downtown paid zone functions well and downtown businesses remain healthy, the city might continue to leave Old Town and Delano free as a compromise that spreads out parking demand. Future Boundary Considerations: While not
For now, downtown stakeholders (tenants, owners, and visitors) should understand clearly where the new rules apply. The city has placed signage at the borders of the paid parking zone. For instance, as you drive along Douglas, you will see meters or kiosks appear once you cross into the enforced area, and signs indicating “End of Paid Parking Zone” when leaving it. Knowing these boundaries can help users decide where to park. But in general, to be closest to downtown destinations, using the pay system is inevitable. The geographic approach is designed to concentrate on the busiest, most infrastructure- intensive area (downtown itself) and not overextend into bordering neighborhoods until there is a demonstrated need or community support to do so.
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Comparisons to Peer City Parking Plans
Oklahoma City, Oklahoma: Oklahoma City is a bit larger than Wichita and has a long history of downtown parking management (it was famously the first city in the U.S. to install parking meters, back in 1935). Today, OKC’s system includes app-based payments, modern meters, and city-owned garages working in tandem. Oklahoma City charges for parking in its central downtown and Bricktown (entertainment district) using a mix of meters and pay stations. One key outcome they’ve seen is that paid parking can be profitable and fund its own upkeep. In a recent fiscal year, Oklahoma City’s parking program netted over $4 million after expenses – money that goes back into maintaining streets and facilities. This is an example Wichita often cites to justify its plan: rather than having all taxpayers subsidize parking, the users who park downtown contribute to the costs. Oklahoma City also illustrates the principle of providing choice; while prime spots cost money, some less convenient parking locations remain free or very low-cost, so drivers can decide whether to pay for proximity or walk a bit for free parking. Wichita is adopting a similar philosophy by keeping some areas (like parts of Delano/Old Town and perhaps some remote lots) free for those who prefer not to pay, while asking a reasonable fee in the most coveted areas.
To better understand Wichita’s parking plan, it helps to compare it with strategies used in similar cities. Many mid-sized cities have introduced paid parking in their downtown areas and have learned lessons about what works best. Below is a brief look at how a few peer cities handle downtown parking, and how Wichita’s approach is similar or different: revamp of its downtown parking management in the 2010s. The city unified its parking operations under a single management and invested in new technology and studies (in 2014 and 2020) to gauge supply and demand. Omaha found it actually had more than enough parking, but the system wasn’t user-friendly. Today, downtown Omaha has about 9,000 public parking spaces controlled by the city, with progressive pricing in place. This means prime, high-demand blocks in the Old Market and core downtown have a higher hourly meter rate, while areas on the periphery are cheaper or have longer time limits. The change to demand-based pricing was implemented to ensure that the busiest areas always have a few open spots (by slightly discouraging the all-day parkers from using them). Notably, Omaha’s parking system pays for itself – since 2014, the parking operations in Omaha have been financially self-sustaining, covering all expenses from meter revenue and fines. In fact, Omaha’s system brings in an estimated $12–15 million per year in gross revenue, which not only covers maintenance of lots and garages but also generates surplus that the city can reinvest in downtown improvements. Wichita’s plan is similar to Omaha’s in its use of multi-space kiosks and apps; however, Wichita is starting with a flat rate rather than a tiered zone system. Over time, Wichita could move toward Omaha’s model of adjusting rates by location once data is available. Omaha, Nebraska: Omaha undertook a major
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population comparable to Wichita’s, modernized its downtown parking in recent years by introducing the ParkDSM mobile app (a branded version of ParkMobile) and upgrading meters to accept credit cards. Des Moines operates about 3,000 on-street parking meters in its downtown, plus several city garages. The general rate in downtown Des Moines ranges from $0.25 up to $1.25 per hour, depending on the zone, with enforcement typically from 9 a.m. to 9 p.m. Monday through Saturday. One interesting finding in Des Moines was that after extending meter hours into the evening (to prevent people from filling up spaces for dinner and events without paying), restaurant and retail business did not suffer; in fact, analysts noted that making parking more available (through pricing and time limits) can boost customer turnover. Des Moines uses its parking revenue to fund a Parking Division that maintains the parking structures and contributes to downtown amenities. Wichita’s enforcement hours and use of apps mirror the practices in Des Moines. Both cities face the Des Moines, Iowa: Des Moines, with a metro
Topeka, Kansas: Topeka is smaller than Wichita, but as the state capital it has a downtown with state offices and local businesses that also dealt with parking policy changes. In recent years, Topeka rolled out new digital meters and a mobile payment option for its downtown. Interestingly, Topeka decided to keep Kansas Avenue (the main downtown street) free of meters to support retail shops there but implemented $1.00/hour meters on adjacent streets and in certain lots, along with a modest increase in garage permit fees. The city found this hybrid approach politically more palatable: it maintains the appearance of a welcoming free main street for shoppers, while still managing the majority of spaces just off that corridor with paid enforcement to ensure turnover. Topeka’s downtown merchants initially had concerns, but over time many came to accept that parking turnover is critical – employees, for example, were parking in front of stores all day under the old free system, hurting customer access. Now with enforcement, those employees tend to use the off-street lots (or face tickets), freeing curbside spots for shoppers. Financially, Topeka’s parking changes helped stabilize their parking fund, which, like Wichita’s, had been running at a loss. The added revenue, though not huge, was enough to cover maintenance projects like resurfacing a parking lot and upgrading lighting. Wichita’s plan differs in that it is metering the main downtown streets (like Douglas), but Wichita also doesn’t have a single “Main Street retail corridor” quite like Topeka’s – its downtown activity is more spread out – so the approaches naturally vary. Both cities, however, share the goal of using parking policy to support economic development rather than hinder it.
challenge of educating a population accustomed to free parking, but the
experience in Des Moines suggests that, over time, patrons adjust, especially if they see the benefit in infrastructure improvements and better availability of parking spaces.
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compared to Wichita due to its size and regional proximity. Tulsa has enforced paid parking in its downtown and the popular Cherry Street and Blue Dome districts for many years. Tulsa utilizes a mix of traditional meters and newer pay stations, and it sets its rates and enforcement times in line with demand (e.g., charging into late evening in nightlife- heavy zones). The continued success of Tulsa’s downtown (with growing numbers of businesses and residents) is frequently cited by Wichita officials as evidence that paid parking does not doom a downtown – instead, when done correctly, it complements urban growth. Tulsa, like Wichita, had to address public concern, and did so by ensuring there were convenient payment options (like credit cards and apps) and by keeping some parking free on weekends or in certain areas to provide balance. The takeaway is that many cities in the Midwest and Great Plains have already gone through this transition. Wichita is a relative latecomer to paid parking, but that has allowed it to learn from others and adopt best practices. The common elements seen in Tulsa, Oklahoma: Tulsa is another city often
these peer cities – modern payment technology, reasonable rates, clear
communication of rules, and reinvestment of parking revenue into downtown improvements – are all part of Wichita’s plan as well.
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Future Plans and Next Steps
With the parking plan now in motion, Wichita is focused on a smooth implementation and making sure the system achieves its intended goals. The rollout is phased: the city divided downtown into sections and has been installing the new parking kiosks and signage in waves. Phase 1 began in late 2024 concentrating on a few key areas (likely around government buildings and some high-traffic streets), Phase 2 continued into early 2025, and the final Phase 3 of installation was scheduled for early September 2025. By the end of that process (anticipated to take a few weeks in September), essentially all designated downtown blocks were equipped for paid parking. This phased approach helped manage the workload and allowed the city to adjust if any unexpected issues came up in earlier phases. Immediate next steps as the system goes live include public education and adjustment. The city has been rolling out an information campaign to ensure that downtown patrons know about the new parking rules. This includes posting on social media, distributing flyers and FAQs to downtown businesses, and even having staff or volunteers available on the street during the first days of enforcement to help people use the kiosks. For stakeholders like property owners and business managers, the city provided toolkits so they in turn can inform their employees and customers (for example, explaining where the nearest long-term parking options are, or how to use the ParkMobile app). In these early stages, flexibility is key. City officials have indicated they will closely monitor how things are going. If, say, a particular block is experiencing confusion or if there are malfunctioning meters, they will address those immediately. They’ve also worked out channels for feedback – the ParkWichita division has a contact line and email where people can send in questions or report issues.
Looking a bit further out, one of the critical aspects the city will be monitoring is performance metrics of the new system. These include: parking occupancy rates (are the metered spaces generally 60-80% full, which is considered optimal, or are they too empty or too full), citation numbers (are a lot of people not complying at first, or do violations drop as folks adapt), and revenue versus projections (is the system bringing in the expected funds to cover costs). The City Council expects regular updates. If after a few months the data shows problems – for instance, if certain areas are underutilized because the hours or rates are off – the city can consider tweaks. This could mean adjusting the enforcement hours (perhaps ending at 5 p.m. instead of 6 on some quieter days, or conversely, extending hours in a busy area), or revising the rate structure (though any rate change would likely be cautious and data- driven). A major promise of the parking plan is that it will generate revenue to reinvest in downtown infrastructure. Stakeholders will be keen to see this promise fulfilled. Over the next couple of years, as the paid parking revenue accumulates, the city has a list of projects to fund. These projects address long-standing needs that couldn’t be tackled when the parking fund was nearly empty. Some of the expected improvements include: Repair and Upgrades to Parking Facilities: Several downtown parking garages require maintenance work – such as structural repairs, elevator overhauls, improved ventilation, and a fresh coat of paint or improved stairwell cleanliness. With new funding, the city can perform these updates, extending the life of the garages and making them more user-friendly. Surface lots will also get attention (resurfacing, repainting faded parking stall lines, adding signage).
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first things likely to be visible will be better lighting in parking areas. Brighter, modern LED lighting in garages and lots improves safety and comfort. The city also plans to install more security cameras and emergency call boxes in some of the larger parking facilities. For surface lots, the presence of regular enforcement personnel itself adds a measure of security, but cameras can deter crime or assist if any incidents occur. Downtown workers and visitors who may have been uneasy about using a dark garage at night should feel more at ease once these enhancements are in place. Enhanced Lighting and Security: One of the parking more convenient, Wichita intends to improve directional signage. This means clearer street signs pointing to public parking lots/garages and consistent branding (for example, a large “P” symbol used on all signs, so people immediately recognize parking locations). Additionally, the city is exploring smart signage that could eventually display how many spaces are available in a garage, or signs that indicate “Pay to Park: ↗ ” guiding drivers to kiosks. In the short term, even static maps and information boards can help newcomers figure out the parking system. Wayfinding is especially important for attracting visitors (such as those coming to a conference or event) who are unfamiliar with the area. Better Signage and Wayfinding: To make Integration and Multimodal Transportation: Since this is called a Parking & Multimodal Plan, the city is also looking at complementary steps to improve transportation options downtown. The idea is to make it easier for people to park once and then get around by other means. Future steps could include expanding the free Q- Line trolley service routes or hours, adding bike racks or scooter parking zones, and improving pedestrian crossings. If parking is efficiently managed, people might be more inclined to carpool or use park-and-ride options as well. Some of the revenue may indirectly support these initiatives – for example, funding a study on a downtown shuttle or contributing to bike lane projects that help reduce the pressure on parking in the long run.
From a timeline perspective, by the end of 2025, Wichita will have a fully operational paid parking system downtown and will begin accruing data and revenue from it. 2026 will likely be a period of evaluation and adjustment. It will be important for downtown tenants and business owners to communicate their experiences – both positive (e.g., “It’s easier for my customers to find a spot now”) and negative (e.g., “Employees are having trouble with the cost or availability”) – so that the city can respond accordingly. In terms of ensuring the plan remains stakeholder-friendly, the city has promised transparency. They will be sharing reports on how much money is coming in and exactly where it’s being spent. This accountability is meant to build trust that the inconvenience of paid parking is directly paying off in a better downtown experience (through improvements and no sudden tax asks for garage repairs). Downtown organizations like Downtown Wichita (the downtown development corporation) and the Chamber of Commerce are also involved and will likely host forums to discuss how the system is working and collect suggestions for tweaks. As for the Old Town and Delano exclusion, city officials have said they will revisit the issue down the road in collaboration with those communities. One possible next step is to form working groups or committees with Old Town and Delano business leaders to monitor the impact of the downtown parking changes on those districts. If, for instance, Old Town merchants report that their customer parking is being overtaken by downtown workers avoiding meters, a solution might be needed (such as time-limit enforcement or even installing meters with the revenue going back into Old Town improvements). On the other hand, if everything balances out, they might keep the status quo. The city has also floated the idea of special parking zones or permits for these areas if needed – for example, a low-cost permit for employees in Old Town to use certain lots, or a validation system where Old Town businesses could pay a portion of their customers’ parking if meters were installed. Future of Excluded Zones:
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The information contained herein was obtained from sources believed reliable; however, NAI Martens makes no guarantees, warranties or represents as to the completeness or accuracy thereof.
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