HomeMy WebLinkAbout2021-11-04; 2021 Parking Data Collection (District - 1); Barberio, GaryTo the members of the:
c;ITY COUNCIL
Date II f~ /~ CA ✓ CC v'
CM v" ACM ,/ DCM (3) __L
Council Memorandum
Nov.4,2021
To:
From:
Via:
Re:
Honorable Mayor Hall and Members of the City Council
Gary Barberio, Deputy City Manager, Community Services
Jeff Murphy, .Community Development ~tor
Geoff Patnoe, Assistant City Manager
2021 Parking Data Collection (District -1)
{city of
Carlsbad
Memo ID #2021208
This memorandum reports on the Parking Data Collection Memo conducted in Summer 2021 to
evaluate parking demand in the Village and Barrio areas.
Background
In 2017, the city finished the Carlsbad Village, Barrio, and Beach Area Parking Study. The study
included goa ls to:
• Make parking more convenient for community members, employees, and visitors
• Promote more efficient use of existing parking
• Support future parking needs and mobility options
• Support the vision outlined in the Village and Barrio Master Plan
• Explore options to make the project area more inviting for walkers, bicyclists and people who
use public transportation
The study also 'included a requirement to complete a parking survey on a regular basis to evaluate
parking space usage. Surveys have been completed and are available on the city's website1 with the
exception of one year; a study was not completed in 2020 due to the impacts the pandemic had on
businesses.
The Village and Barrio Master Plan requires that the city, "Annually monitor the entire parking
system for changes in supply, demand, utilization rates, enforcement, and maintenance needs, and
adjust parking programs and services as needed. Data collection shall occur at least between
Memorial Day and Labor Day and include weekends." (1.5.2 [B][9]) In the Summer of 2021, the city
contracted with a firm to complete an update to the parking survey and provide recommendations.
On Thursday, Aug. 26 and Saturday, Aug. 21, 2021, technicians collected parking occupancy data
multiple times throughout the day and around the study area. The results of that study are
discussed below.
1https:ljwww.carlsbadca.gov/departments/community-development/planning/village-barrio-plan/parking-study-
reports/parking-study-and-management-plan
Community Services Branch
Community Development Department
1635 Faraday Avenue I Carlsbad, CA 92008 I 760-602-4600 t
Council Memo -2021 Parking Data Collection Memo (District 1)
Nov.4,2021
Page 2
Discussion
In August 2021 the city's parking consultant conducted field work to evaluate parking in the area
outlined in the Village, Barrio and Adjacent Beach Area Parking Management Plan, which is slightly
larger than the area of the Village & Barrio Master Plan. The updated study included an evaluation of
the current parking conditions, changes to parking supply, and the impact of current temporary
restrictions in land use conditions due to the ongoing pandemic. Survey findings are summarized in
the following three categories.
• Changes to Parking Supply
The summer 2021 parking inventory data collection revealed discrepancies in the on-street
parking inventory of the original study and previous updates. It was determined the original
studies overestimated on-street parking by approximately 864 spaces throughout the study
area. The updated inventory had consistently lower on-street parking supply estimates by
block when compared to the original studies. The reason this likely occurred was because the
earlier inventory efforts were higher level estimates that did not exclude parking restricted
portions of the street, such as curb cuts. The current consultant performed an in depth
analysis to count individual spaces and confirm the changes. Attachment A includes a map
that show the change in parking spaces by block and a map that shows the total number of
parking spaces in the study area.
• Parking Survey Results
While the 2019 study did not show significantly impacted parking supply during the weekday
and weekend inventories, the updated study shows that during the afternoon to evening
hours during the weekday, and morning to evening hours during the weekend there are
several areas on State Street in the Village, and in the residential beach areas that are
impacted and that occupancies are greater than an 85 percent parking utilization rate during
those times; which is the standard included in the Village & Ba rrio Master Plan showing there
is impacted parking. The complete study, including recommendations is included as
Attachment B.
The study provides additional updates on the recommendations included in the 2017
Management Plan, and also noted the following conclusions on issues related to the overall
parking situation in the study area:
o Some vehicles parked in high demand areas (near businesses or beach access) for five
or more hours, resulting in less available parking for potential business patrons or
beach users.
o It is not clear that the parking spaces along Garfield Street, between Grand Avenue
and Carlsbad Village Drive are public parking spaces. Clear signage should be provided,
indicating that these spaces are available to the general public.
o The interest earned from the parking in-lieu fee program only covers 50% of the cost
of renting parking spaces from North County Transit District.
Council Memo -2021 Parking Data Collection Memo (District 1)
Nov.4,2021
Page 3
o Parking ticket revenue, which comprised about 50% of annual parking-related revenue,
is currently being deposited into the general fund.
o Without additional funding sources, and due to the intermittent nature of developers
paying into the parking in-lieu fee program, it is likely that the current in-lieu fee
program is not financially sustainable in the long term.
o There are near term (0-2 years) and long term (2+ years) parking management actions
that are recommended in the Management Plan and 2021 Survey that would increase
utilization of the existing space including:
■ Restriping
■ Removing unnecessary red curb and curb cuts;
■ Updating the current parking in-lieu and curb cafe fees consistent with costs to
provide a parking space;
■ Enforcement and/or metering in areas with low turnover;
■ Establishment of a parking management district; and,
• Using fee revenue and parking ticket revenue to provide additional off-street
parking.
• Temporary Suspension of Land Use Regulations
In 2020 there were several suspensions of land use Fegulations allowing businesses to expand
into outdoor locations related to the ongoing COVID-19 Pandemic. To date, 116 permits have
been issued: 8 for temporary uses, 48 for businesses within the village, and 61 for businesses
outside the Village.
Of the 48 permits issued within the Village, 26 permits are for expansion on private property,
and 22 permits are for expansion into the city owned right of way (sidewalks or streets). The
Village and Barrio Master Plan currently allows curb cafes and sidewalk cafes, with certain
limitations. A curb cafe is allowed to take up to two parking spaces (temporary curb cafes
were allowed to take up four spaces) and is permitted within the city's right-of-way, and
installation of a sidewalk cafe may be permitted in front of a building but outside of the
roadway curb-to-curb. Out of the 22 ROW permits, 16 are for sidewalk cafes, nine are for curb
cafes, and three are for outdoor displays. Of the nine curb cafe permits, six have been
authorized permanently and three are still temporary. Currently all permits are active.
Sidewalk cafes are not required to pay a fee for utilization of the city's right-of-way, and
unless the business also has a curb cafe does not require additional parking for the additional
square footage of commercial use.
Initial findings from the city's patking study have concluded that the curb cafes are not
significantly impacting parking operations in the city, because the occupancies observed in the
surrounding areas where they are located are generally lower than 85% and the installations
only take away a small amount of the parking supply. It is estimated that the remaining three
Council Memo -2021 Parking Data Collection Memo (District 1)
Nov.4,2021
Page4
temporary curb cafe facilities could be permitted if the number of spaces occupied are
reduced to two without an amendment to the Village and Barrio Master Plan. A survey was
completed in July 2021 to evaluate the interest of businesses issued permits, and an
additional one will be done in Fall 2021 to survey all business owners in the Village area.
Next Steps
On Nov. 16, 2021, city staff is presenting options for updates to the Village & Barrio Master Plan.
Through an effort to update the Village & Barrio Master Plan, there could be additional work to
implement the recommendations from the 2017 Parking Management Plan, and the updates
included in the 2021 Parking Survey. Options are included in the Nov. 16, 2021 action to consider an
update to the parking management fees (in-lieu and curb cafe fees), implement the
recommendations from the 2017 parking management plan, and to reaffirm the commitment to
conduct a 2022 parking survey to assess conditions and additional options for parking management in
the village. A revised study could also determine a methodology to charge a fee for sidewalk cafes
and use the revenue as part of the parking fee program.
Attachment: A. Parking Supply Maps (Total Spaces and Changes from 2019)
B. 2021 Parking Survey
cc: Scott Chadwick, City Manager
Celia Brewer1 City Attorney
Paz Gomez, Deputy City Manager
Tom Frank, Transportation Director
David Graham, Chief Innovation Officer
Matt Sanford, Economic Development Manager
Nathan Schmidt, Transportation Planning & Mobility Manager
Don Neu, City Planner
Eric lardy, Principal Planner
Scott Donnell, Senior Planner
# On-Street Parking . Inventory
. Inventory # Off-Street Parking .
Residential . I Use or Private Srng e
kin Study Carlsbad Par g Downtown
118
Figure 1
12021) Parking Inventory I'
= 2021 Estimate Equal or Higher (Supply Change by Block)
-2021 Estimate Lower (Supply Change by Block)
=-Excluded from Comparison (2021 new)
Downtown Carlsbad Parking Study Figure 1
On-Street Parking Inventory Differences (2019 to 2021)
Apples to Apples Comparison
Prepared For
(City of
Carlsbad
DOWNTOWN CARLSBAD
PARKING STUDY
DRAFT
OCTOBER 2021
Prepared By
City of Carlsbad
1200 Carlsbad Village Dr, C
Carlsbad, CA 92008 R CR Associates
3900 Fifth Avenue, Suite 310
San Diego, CA 92103
Downtown Carlsbad Parking Study
Table of Contents
1.0 lntroduction ................................................................................................................................................. 1
1.1 Project Study Area ..................................................................................................................................... 1
1.2 Parking Inventory and Data Collection Methods ...................................................................................... 1
1.3 Change in Parking Supply Due to Outdoor Curb Cafes ............................................................................ 5
1.4 Parking Occupancy Data Collection Methods .......................................................................................... 6
2.0 Weekday Parking Occupancy ...................................................................................................................... 7
2.1 Occupancy by Supply ................................................................................................................................. 8
2.2 Destination-Based Occupancy ................................................................................................................ 14
3.0 Weekend Parking Occupancy ................................................................................................................... 21
3.1 Occupancy bySupply ............................................................................................................................... 21
3.2 Destination-Based Occupancy ................................................................................................................ 26
4.0 Summary and Parking Management Recommendations ........................................................................ 32
4.1 Key Findings ............................................................................................................................................. 32
4.2 Parking Recommendations ..................................................................................................................... 32
Appendix A-Detailed Parking Inventory ............................................................................................................. 34
Page 1
Downtown Carlsbad Parking Study
List of Figures
Figure 1.1 -Parking Management Plan Study Area ................................................................................................... 2
Figure 1.2 -Parking Inventory ..................................................................................................................................... 4
Figure 2.1 -Weekday Parking Occupancy -Morning (6am to 9am) ........................................................................ 9
Figure 2.2 -Weekday Parking Occupancy -Midday (10am to 1pm) ..................................................................... 11
Figure 2.3 -Weekday Parking Occupancy -Evening (6pm to 9pm) ...................................................................... 13
Figure 2A -Public Parking Supply within 1/8 Mile from Destinations (EXcluding NCTD Parking) ....................... 15
Figure 2.5 • Weekday Parking Occupancy by Destlnat]on -Morning (6am to 9am) ............................................. 16
Figure 2.6 • Weekday Parking Occupancy by Destination -Midday (10am to 1pm) ............................................ 17
Figure 2.7 -Weekday Parking Occupancy by Destination -Evening (6pm to 9pm) ............................................. 19
Figure 2.8 -Weekday Peak Period ............................................................................................................................ 20
Figure3.1-Weekend Parking Occupancy -Morning (6am to 9am) ..................................................................... 22
Figure 3.2 -Weekend Parking Occupancy -Midday (10am to l pm) ..................................................................... 24
Figure 3.3 -Weekend Parking Occupancy -Evening (6pm to 9pm) ...................................................................... 25
Figure 3.4 -Weekend Parking Occupancy by Destination -Morning (6am to 9am) ............................................ 27
Figure 3.5 -Weekend Parking Occupancy by Destination -Midday (10am to 1pm) ............................................ 28
Figure 3.6-Weekend Parking Occupancy by Destination -Evening (6pm to 9pm) ............................................. 30
Figure 3 .7 -Weekend Peak Period ........................................................................................................................... 31
List of Tables
Table 1.1-Parking Inventory Discrepancies .............................................................................................................. 3
Table 1.2 -Parking Inventory Within the Study Area ................................................................................................. 5
Table 1.3 -Parking Spaces used as Outdoor Structures .......................................................................................... 6
Table 2.1-Weekday Morning Public Parking Occupancy by Neighborhood ............................................................ 8
Table 2.2 -Weekday Midday Public Parking Occupancy by Neighborhood ........................................................... 10
Table2.3-Weekday Public Parking Occupancy by Neighborhood (All Periods) .................................................... 12
Table 3.1-Weekend Morning Public Parking Occupancy by Neighborhood ......................................................... 21
Table 3.2 -Weekend Midday Public Parking Occupancy by Neighborhood ........................................................... 23
Tabie3.3 -Weekend Public Parking Occupancy by Neighborhood (All Periods) ................................................... 26
Page il
Downtown Carlsbad Parking Study
1.0 Introd uction
This study is a 2021 update of the 2019 parking data and serves to provide updated
recommendations from the City of Carlsbad's (City) Downtown Parking Management Plan, which
encompasses Carlsbad Village (Village), Carlsbad Barrio (Barrio), and the adjacent coastal areas in
the northwestern part of the city. The initial report was authored in 2016 by Kimley-Horn and
subsequent parking surveys were conducted in 2017 and 2019. As a part of the monitoring process,
it has been updated several times in the years that followed with more recent parking data, most
recently in 2019.
Following the introduction, which describes the study area, presents the inventory of parking supply,
and describes data collections methods, the report follows with chapters analyzing the weekday and
weekend parking occupancy conditions, and concludes with parking management
recommendations.
1.1 Project Study Area
Figure 1.1 shows the geographic extent of the Parking Management Plan study area, which includes
the Village, Barrio, and adjacent coastal areas (Coastal Area). The extents of the stud,y area are
generally confined between Laguna Drive and Tamarack Drive, from north to south, and the coast
and Interstate 5, from west to east. On-street public parking, and off-street public and private parking
supply within this area were inventoried and parking occupancies were collected and analyzed. This
study area encompasses a larger territory than the Village and Barrio Master Plan area.
1.2 Parking Inventory and Data Collection Methods
Parking was inventoried by a combination of aerial imagery review and field data collection. Where
parking was delineated with markings (in parking lots and some on-street locations), technicians
inventoried the parkingsupplythrough aerial imagery review with confirmation in the field. In
locations where on-street parking was not marked, technicians in the field measured and
documented the segments of curb where parking is allowed, accounting for areas where parking is
not permitted such as along curb cuts and other restricted areas. To estimate supply where it was
unmarked, a length of 20' per parking space was assumed for on-street parallel parking. The curb
lengths measured in the field were divided by 20, rounding the remainder to the nearest whole
parking space. On-street parking supply was summarized to the block level, with a few exceptions
where extra short blocks were consolidated to adjacent blocks. Parking supply along four lane
roadways such as Carlsbad Boulevard and sections of Grand Avenue were summarized by block on
each side of the street. A detailed inventory of the parking supply is provided in Appendix A.
The study area was refined from previous iterations of the report. Three on-street locations were
added into the updated study area: Laguna Drive (Roosevelt Street to eastern terminus), Tamarack
Avenue (Garfield Street to 200' west of LOSSAN rail corridor), and Washington Street (Pine Avenue to
southern terminus). One on-street section from the previous study, Village Drive (Roosevelt Street to
Magnolia Drive), was removed from the updated study area because it is a private internal roadway
to The Village Apartments, and thus should be considered private residential parking which was
excluded from occupancy collection.
In addition to the study area refinements, this section identified large parking inventory
discrepancies from the earlier studies that were revealed during the data collection process. The
2021 updated inventory had consistently lower on-street parl<ing supply estimates by block from the
earlier studies. The reason this occurred was likely because the earlier inventory efforts were higher
level estimates that did not exclude parking restricted portions of the street, such as curb cuts.
Paget
Neighborhoods
Barrio
Coastal Area
Village
Downtown Carlsbad Parking Study
Laguna Dr'. ·
Mag"nolja Ave
Figure 1.1
Parking Management P Ian S tucfy Area
Downtown Carlsbad Parking Study
A particularly illuminating example of this discrepancy is demonstrated in Table 1.1, along Jefferson
Street between Carol Place and Tamarack Avenue. The earlier studies estimated the supply for this
block to be 19 parking spaces, whereas the updated study which used field level data collection
estimated 11 parking spaces. This large discrepancy on a block less than 300' was flagged and the
previous study's work was examined more closely. It was determined estimating 19 parking spaces
was only possible for this short segment if curb cuts and other restrictions were not excluded. This
pattern of including restricted areas in the supply estimates was noticed in many other on-street
parking locations throughout the study area, contributing to consistently higher on-street supply
estimates for most blocks.
Table 1.1-Parking Inventory Discrepancies
Image
' ' .
I H 1 ._
•C•'rrf :
Previous
inventory may
have
estimated
parking
without
excluding
restricted
areas
Current study
measured
lengths only
where parking
is allowed
190' * 2 =
380'
380' / 20·
= 19
19 total
parking
spaces
66' I 20· =
3
50' I ~o· =
3
96' I 20· =
5
11 total
parking
spaces
Figure 1.2 shows the quantity of on-street and off-street parking (public and shared-use private)
within the study area summarized per block or parking lot as estimated by the 2021 update of this
report. Private residential parking and off-street parking from properties with a single occupant
(single use) are also displayed on the map but are not inventoried because they are reserved
exclusively for the users of the associated property and thus do not contribute to the overall shared
parking supply of the study area. Many of these private lots also restricted access. Occupancy
counts, presented later in the report, were only collected for public parking and shared-use private
parking. Table 1.2 summarizes the total parking supply within the study area. Within the study area,
there are an estimated 5,446 public parking spaces, approximately 86% of the public supply is on-
street. There were also 1,514 private off-street parking spaces inventoried in the study area.
Page3
52
# On-Street Par mg k. Inventory
. Inventory # Off-Street Parking .
Private Single Use or Residential
kin Study Carlsbad Par g Downtown
118
~-1-~o-(;'(
~ . .>,\
-:.t' il&v\~ ~,~ \ ~
~-\ \
' 52 '
Figure 1.2
Parking Inventory
Downtown Carlsbad Parking Study
Table 1.2-Parking Inventory Within the Study Area
On-Street Parking
Off-Street Public Parking
NCTD Transit Parking
Total Public Spaces
Private Parking
Total Spaces
4,122
783
541
5,446
1,514
6,981
This difference in inventory approach in the earlier studies may have resulted in an over-estimation
of as many as 864 on-street parking spaces in the study area for block segments analyzed in both
studies1. The current estimate of on-street parking in the study area, excluding the 2021 added
segments along Laguna Drive, Washington Street and Tamarack Avenue is 3,970. The previous
estimate of on-street parking in the study area, excluding the 2021-removed segment of Village
Drive, is 4,844.
1.3 Change in Parking Supply Due to Outdoor Curb Cates
During the COVID-19 pandemic, among other responses by the City, there were three actions taken
in relation to the Proclamation of Local Emergency that addressed modifications and suspensions of
Land Development Standards due to the ongoing public health emergency. One such action was City
Council resolution 2020-167 empowering the Director of Emergency Services to temporarily suspend
or modify certain land development standards related to the establishment of outdoor uses
(Curb/Sidewalk cafes and advertisements) to mitigate the economic effects of the COVID-19
pandemic state of emergency on local businesses. The resolution stated that the authorization will
remain in effect through the
duration of the local COVID-19
pandemic emergency. The
California Coastal Commission
approved these modifications
by the City's request on August
11, 2020 for areas within the
Coastal Zone as long as the City
of Carlsbad's Local Declaration
of Emergency and Resolution
No. 2020-167 are in effect.
Allowing these structures was a
relief measure for businesses
to help offset the substantial
loss of indoor commercial
space imposed by COVID-19
related public health
restrictions, which made
1 To make an "apples-to-apples" comparison, this would exclude Laguna Drive (east of Roosevelt Street), Tamarack
Avenue, Washington Street (south of Pine Avenue), and Village Drive, which were refinements to the study area made in the
update.
Pages
Downtown Carlsbad Parking Study
operations for many businesses untenable. The conversion of sections of on-street parking to curb
cafes was largely tolerated because the structures helped the businesses and the demand for public
parking in commercial areas was generally much lower due to decreased business activity during the
pandemic. Table 1.3 documents the quantity of parking supply removed from circulation to
accommodate the curb cafes. Seventy (70) parking spaces are being used to accommodate the
structures, 25 of which are taking up public parking.
Table 1.3 -Parking Spaces used as Outdoor Structures
On-Street Parking
Off-Street Public Parking
Private Parking
Total Spaces
18
7
45
70
1.4 Parking Occupancy Data Collection Methods
Parking occupancy in the study area was collected on one weekday (Thursday, August 26, 2021) and
one weekend day (Saturday, August 21, 2021) during three time periods: morning (6am to 9am),
midday (10am to 1pm) and evening (6pm to 9pm). The 2019 study collected parking occupancy on
one weekday and one weekend day in August 2019, during five three-hour periods: 6am to 9am,
9am to noon, noon to 3pm, 3pm to 6pm, and 6pm to 9pm. Technicians collected parking occupancy
in the field by driving the study area with video equipment mounted to a vehicle. The video was
reviewed, and occupancy counts were transcribed to each unit of supply.
Page 6
Downtown Garlsbad Parking Study
2 .0 Weekday Parking Occupancy
Parking occupancy -the percentage of parking supply being used at a given time, was analyzed in
two ways: occupancy by supply and destination-based occupancy. Occupancy by supply is the
conventional way of conceptualizing parking demand, where the occupahcy percentage is attributed
to the source of part<ihg (either the block or parking lot). While supply-based occupancy is adequate
for understanding the demand of a particular parl<ing source, it is a limited way of describing parking
conditions in urban settings because public parking is scattered into many small sources throughout
the studied area and is shared by numerous destinations which compete for the same supply.
Destination-based occupancy is an improved way of conceptualizing parking demand in urban
settings where many destinations are close together and compete for public parking supply that is
provided by many small sources of parking. The conceptualization adjusts for the varied size and
spatial distribution of parking supplies in the study area that is not well captured by supply-based
occupancy and recognizes that most visitors are unable to park directly in ftont of their destination
and may have to walk a short distance. Also, it is common in walkable urban settings like Downtown
Carlsbad for visitors to 'chain' trips -parking once in a centralized area and visiting multiple
destinations within walking distance, thus making destination-based occupancy a suitable
performance measure to assess parking conditions. Encouraging trip chaining (often called 'Park
Once') is a parking demand management strategy employed in many urban settings.
To calculate destination-based occupancy, parking occupancy data collected and initially presented
by block and parking lot is post-processed and accessibility-based measures are then used to
estimate the parking occupancy within 1/8 of a mile network distance of each parcel in the study
area by weighting the parking occupancy of the catchment area of the destination. An eighth of a
mile (660') approximates two block lengths of short city blocks.
To facilitate comparisons, both ways of presenting the occupancy data on the forthcoming exhibits
use the same four occupancy category ranges and color symbols: greater than 85% occupancy (red),
70.1% to 85% (orange), 50.1% to 70% (yellow) and 50% or less (green). Eighty-five percent
occupancy is considered within parking industry practice to be the threshold for when parking is
being utilized most efficiently, with the number striking a balance between maximizing usage and
having some spare capacity. Places symbolized in red are above that optimal threshold and may be
considered to have burdensome parking conditions.
The sections below describe weekday parking conditions initially by supply and then by destination,
for the morning, midday, and evening time intervals.
Page7
Downtown Carlsbad Parking Study
2.1 Occupancy by Supply
Morning {6am to 9am)
Figure 2.1 displays weekday parking occupancy for the morning period between 6am and 9am. As
shown, occupancy is well below capacity in most parts of the study area. Most off-street parking,
including all private off-street parking was below half capacity. This was to be expected during the
morning period as many businesses are not operating during this time. Table 2.1 summarizes public
parking occupancy by the three neighborhoods during weekday morning.
Table 2.1 -Weekday Morning Public Parking Occupancy by Neighborhood
On-Street Parking 53.0%
Barrio Off-Street Public Parking 11.7%
Total Public Parking 45.1%
On-Street Parking 55.9%
Coastal Area Off-Street Public Parking 32.9%
Total Public Parking 53.0%
On-Street Parking 43.4%
Village Off-Street Public Parking 37.3%
Total Public Parking 42.0%
Off-Street NCTD Parking 25.5%
Village (Other Parking Sources)
Off-Street Private Parking 11.2%
While neighborhood-wide parking occupancies were generally around half, some scattered locations
reached occupancies above 70%, with a few exceeding 85%. Those locations were primarily in
residential parts of the study area along the coast and in the Barrio. Three public parking lots (all of
them west of the LOSSAN rail corridor) also reached above 85% occupancy, including: 3093 Ocean
Street, 2630-2698 Garfield Street, and Village Faire east lot. Comparatively higher parking utilization
at this time was expected to occur in residential dominated areas and this was generally confirmed
by the occupancies obseNed during this period. Residential parking demand peaks at night and
overnight, and this collection period overlaps with the morning commute peak period, which is when
residential parking demand initially begins to decrease.
Page 8
Weekday Morning Occupancy
■ Greater than 85%
■ 70.1%-85%
C 50.1%-10%
■ 50%orless
Private Single Use or Residential
Downtown Carlsbad Parking Study
\
Figure 2.1
Weekdqy Parking Occupanry
Morning (6am -9am)
Downtown Carlsbad Parking Study
Midday (10am to 1pm)
Figure 2.2 displays weekday parking occupancy for the midday period between 10am and 1pm.
Occupancy during midday surges in the Coastal Area and many sections of the Village from the
morning period, with an increasing number of on-street and off-street parking sources reaching
greater than 85% occupancy. At the same time occupancies decrease in the residential dominated
areas in the southern half of the study area. Table 2.2 summarizes public parking occupancy by the
three neighborhoods during weekday midday.
Table 2.2 -Weekday Midday Public Parking Occupancy by Neighborhood
On-Street Parking 51.0%
Barrio Off-Street Public Parking 32.3%
Total Public Parking 47.4%
On-Street Parking 69.7%
Coastal Area Off-Street Public Parking 100%
Total Public Parking 73.5%
On-Street Parking 69.4%
Village Off-Street Public Parking 75.4%
Total Public Parking 70.7%
Village (Other Parking Sources)
Off-Street NCTD Parking 34.9%
Off-Street Private Parking 32.4%
Commercial parking, which is confined mostly to the Village, begins to peak during business hours
which overlap entirely with the midday period. Off-street private parking occupancy is three times
higher during weekday midday than weekday morning. Public parking occupancies (excluding NCTD
parking) throughout the Village exceeds 70% during the midday. Occupancies are even higher in the
Coastal Area, where both of its off-street public parking facilities reach 100% capacity (3093 Ocean
Street and 3951-3999 Carlsbad Boulevard) and nearly three-quarters of all public parking being
used. Many on-street parking locations in the northwest portion of the study area (west of the
LOSSAN rail corridor and north of Chestnut Avenue) also reach occupancies higher than 85%.
Page10
Weekday Midday Occupancy
■ Greater than 85%
70.1% -85%
50.1% -70%
■ 50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study '
Figure2.2
Weekd~ Parking Occupanry
Middqy (10am -1pm)
Downtown Carlsbad Parking Study
Evening (6pm to 9pm)
Table 2.3 summarizes weekday evening (6pm to 9pm) occupancies by neighborhood along with the
occupancies of the earlier periods to facilitate comparison. As shown, neighborhood-wide
occupancies increase from midday to evening in the Barrio (47% to 59%) and Coastal Area (74% to
80%), while remaining stable in the Village (71% to 69%), despite off-street parking occupancies
rising to 93% from 75% in the midday.
Table 2.3 -Weekday Public Parking Occupancy by Neighborhood (All Periods)
On-Street Parking 53.0% 51.0% 66.9%
Barrio Off-Street Public Parking 11.7% 32.3% 26.5%
Total Public Parking 45.1% 47.4% 59.2%
On-Street Parking 55.9% 69.7% 77.9%
Coastal Area Off-Street Public Parking 32.9% 100% 95.9%
Total Public Parking 53.0% 73.5% 80.1%
On-Street Parking 43.4% 69.4% 62.2%
Village Off-Street Public Parking 37.3% 75.4% 93.4%
Total Public Parking 42.0% 70.7% 69.4%
Off-Street NCTD Parking 25.5% 34.9% 32.2%
Village (Other
Off-Street Private Parking Sources) 11.2% 32.4% 26.3% Parking
Figure 2.3 shows weekday parking occupancy for the evening period. The exhibit confirms the sharp
increase in off-street public parking demand in the Village, as numerous lots in the core of the Village
are displayed at above 85% capacity.
While commercial-based parking demand tends to decline during this period, there are exceptions
for some businesses like dining and drinking establishments, where the evening represents their
peak demand period. The Coastal Area's parking supply continues to be in high demand, as many
on-street block occupancies are above 85% and the occupancies of its two off-street parking lots
remain well above 85%. This period also captures increasing parking demand in the residential
areas to the east and south of the study area. This is consistent with the peak temporal patterns of
residential generated parking demand. Residential parking demand begins to peak in the evening
and continues overnight. Except for the Coastal Area, where residential densities are higher and its
supply co-mingles with beach visitors, the other residential portions of the study area can absorb the
increased parking demand without strain.
Page 12
Weekday Evening Occupancy
■ Greater than 85%
□ 70.1%-85%
50.1% -70%
■ 50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study
\
Figure2.3
Week~ Parking Occupanry
Evening (6pm -9pm)
Downtown Carlsbad Parking study
2.2 Destination-Based Occupancy
Within urban settings such as the Village and Barrio, reliance on on-street parking and numerous
small-supply parking lots scattered in various locations is typical. When an area's collective parking
supply is composed of fragmented and scattered sources, it can often be difficult to conceptualize
how many parking spaces are within a close walking distance of specific destinations. To overcome
that limitation, an analysis approach was used for this report which summarizes the parking supply
for each parcel (destination) within a 1/8 of a mile distance. An eighth of a mile approximates one
long-sided block length or two short-sided block lengths in a typical street grid.
Since parking demand is typically not evenly distributed throughout a neighborhood, this analysis will
also more effectively reveal hotspots within neighborhoods otherwise not captured by the
neighborhood-wide summarized occupancies. For example, within the Coastal Area which had a
weekday morning occupancy neighborhood-wide of 53%, there are numerous destinations within the
neighborhood where the occupancy conditions experienced were ml(ch higher, in the 70% to 85%
range.
Figure 2.4 summarizes public parking supply to within 1/8 of a mile of every destination within the
study area. The destination-based occupancy analysis and accompanying exhibits excludes NCTD
parking and private parking occupancies despite being displayed in the preceding supply-based
occupancy exhibits, because those sources are not available for the general use public parking and
thus their inclusion does not contribute to an accurate representation of visitor public parking
availability.
Morning {6am to 9am}
Figure 2.5 shows the parking occupancy within a 1/8 mile of each destination inside the study area
during the morning period. During this period, nearly all destinations within the study area were
below 85% occupancy. The Village area has very few businesses operating during this period, which
largely explains the general abundance of parking and lower demand for parking (70% or less). The
parts of the study area where occupancy is the highest (primarily in the 'optimal' 70% to 85% range)
were in the coastal areas with higher residential densities. Commercial and single-family residential
concentrated areas were generally unburdened during this period.
Midday (10am to 1pm)
Figure 2.6 shows the parking occupancy within a 1/8 mile of each destination inside the study area
during the midday period. Parking occupancies exceed 85% during this period within some parts of
the Coastal Area, primarily along Ocean Street and portions of Carlsbad Boulevard. Some
destinations in the Village on the west edge of the LOSSAN rail corridor along Carlsbad Village Drive
and Oak Avenue also reach above 85%. Much of the Village commercial core is between 70% to 85%
occupancy during this time, consistent with the Village-wide occupancy during this time of 71%.
Parking demand in primarily residential portions the study area to the south and east range between
5O%and 70%.
Page 1.4
Public Parking Supply within 1/8 Mile
■ 301 -389
■ 251 - 300
■ 201 -250
■ 151 -200
■ 101 -150
■ 51 -100
8 -50
o Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 2.4
Public Parking Supp!J within 1 / 8 Mile from Destinations
(Excluding NCTD Parking)
Weekday Morning Occupancy
■ Greater than 85%
■ 70.1%-85%
50.1% -70%
■ SO% or Less
o Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 2.5
Weekday Parking Occupanry ry Destination
Morning (6am -9am)
Weekday Midday Occupancy
■ Greater than 85%
70.1% -85%
50.1% -70%
■ SO% or Less
o Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure2.6
Weekdqy Parking Occupanry ~ Destination
Middqy (10am -1pm)
Downtown Carlsbad Parking Study
Evening (6pm to 9pm)
Figure 2.7 shows the parking occupancy within a 1/8 mile of each destination inside the study area
during the evening period. Parking demand during this period peaks the highest of the three
weekday periods observed. Parking occupancy is greater than 70% throughout much of the Coastal
Area, with greater than 85% occupancy conditions clustered between Grand Avenue and Walnut
Avenue. Parking occupancy increases in the Barrio neighborhood-wide by 12% from midday to
evening. As shown, some areas within the Barrio (around the Magnolia Avenue-Roosevelt Street
junction) reach greater than 85% occupancy conditions.
Of the three periods analyzed, the evening period is unique in that captures both residential
generated parking demand and commercial generated parking demand (in the evening, commercial-
related parking demand is primarily generated from dining and drinking establishments and typically
not from retail). The demand converging from these two sources is most likely to i111pact areas where
residential land uses are adjacent to commercial land uses, such as in the Village core and the
adjacent surrounding blocks.
Temporal Peak by Destination
Figure 2.8 shows the peak parking period of each destination based on its parking occupancy within
1/8 mile during the weekday three Ume periods. As shown, the evening period is the peak
throughout most of the study area. In the northern reaches of the study area, and within the northern
extent of the Barrio (between Carlsbad Village Drive and Chestnut Avenue, the peak period is
midday. While the Coastal Area peaks in the evening, occupancies are above 85% for many
destinations within that subarea during both the midday and evening. Destinations within the Village
core, whfch also peaks in the evening, do not reach occupancies over 85% outside of its peak period.
Page18
Weekday Evening . Occupancy
■ Greater than 85%
70.1% -85%
50.1% -?O%
SO% or Less
Destination
Off-Street Pu ,c bl. Parking
kin Study Carlsbad Par . g Downtown Figure 2.7
b Destination k · Occupancy ?Y , 1 rv,reekda11 Par. zng . 1,,:;.,-,m _ 9pm; wt :;-Evening tvr
d Peak Period Week ay
•
•
Morning
Midday
Evening
Multiple Periods >85% Occupancy
Peak> 0 85o/c Occupancy
Off-Street Pu I bl·c Parking
kin Study Carlsbad Par g Downtown Figure 2.8
kday Peak Period Wee
Downtown Carlsbad Parking Study
3.0 Weekend Parking Occupancy
3.1 Occupancy by Supply
Morning (6am to 9am}
Table 3.1 summarizes public parking occupancy by neighborhood for the weekend morning period.
Morning occupancies neighborhood-wide in the Barrio and Coastal Area are about half, similar to
their weekday morning occupancies. Village parking occupancy, at 29%, is 13% lower than its
weekday morning neighborhood-wide occupancy.
Table 3.1-Weekend Morning Public Parking Occupancy by Neighborhood
On-Street Parking 61.9%
Barrio Off-Street Public Parking 10.3%
Total Public Parking 52.0%
On-Street Parking 60.5%
Coasta I Area Off-Street Public Parking 33.5%
Total Public Parking 57.1%
On-Street Parking 33.1%
Village Off-Street Public Parking 14.9%
Total Public Parking 28.9%
Village (Other Parking Sources)
Off-Street NCTD Parking 13.5%
Off-Street Private Parking 11.2%
Figure 3.1 shows the weekend parking occupancy for the morning period. Occupancies are generally
below half throughout the study area. There are a few scattered blocks with higher occupancies
within the Barrio and Coastal Area. Residential parking demand peaks at night and overnight and is
low turnover, on weekends fewer people work so residual demand from overnight is expected to
linger deeper into the weekend morning collection period. The 3093 Ocean Street parking lot does
exceed 85% occupancy during this period, reflective of beach-related parking demand.
The significant decline in weekend morning parking demand within the Village during this time is
expected, as it is off-peak for most retail establishments.
Page 21
Weekend Morning Occupancy
■ Greater than 85%
70.1% -85% r so.1%-70%
■ 50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study '
Figure 3.1
Weekend Parking Occupanry
Morning (6am -9am)
Downtown Garlsbad Parking Study
Midday (10am to 1pm)
Table 3.2 summarizes public parking occupancy by neighborhood for the weekend midday period.
Parking demand sharply increases in the Village and Coastal Area, with the latter approaching 85%
threshold levels neighborhood-wide.
Table 3.2-Weekend Midday Public Parking Occupancy by Neighborhood
I ;
On-Street Parking 58.5%
Barrio Off-Street Public Parking 25.1%
Total Public Parking 52.1%
On-Street Parking 82.6%
Coastal Off-Street Public Parking 81.2%
Total Public Parking 82.5%
On-Street Parking 65.7%
Village Off-Street Public Parking 73.5%
Total Public Parking 67.5%
Village (Other Parking Sources)
Off-Street NCTD Parking 28.4%
Off-Street Private Parking 28.2%
The increase in parking demand within the Village and Coastal Area is evident in Agure 3.2, which
shows most on-street parking blocks west of the LOSSAN rail corridor in either the greater than 85%
(red) category or 70.1% to 85% (orange) categories. The Village core area includes several off-street
pa rking lots reaching above 85% occupancy. While parking demand during the weekend midday was
generally similar in magnitude to weekday midday within the Village core, midday parking
occupancies throughout the Coastal Area is noticeably higher on the weekend (83% to 7 4%). Parking
demand throughout the Barrio did not fluctuate from the weekend morning period.
Evening (6pm to 9pm)
Figure 3.3 displays weekend parking occupancy for the evening period between 6pm and 9pm.
During this period, parking occupancy is high throughout the Coastal Area and Village. Off-street
parking facilities in both neighborhoods are at or near capacity. In the Village, NCTD-specific parking
facilities, including the occupancy of the nearly 500-space Carlsbad Village Station parking facility,
are above 60%, and almost double the utilization of their weekday peak. These parking lots,
generally reserved for NCTD commuters, absorb some of the parking demand in the Village during
the weekend evenings.
Page23
Weekend Midday Occupancy
■ Greater than 85%
70.1% -85%
50.1% -70%
■ 50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study '
Figure 3.2
Weekend Parking Occupanry
Middqy (10am -1pm)
Weekend Evening Occupancy
■ Greater than 85%
■ 70.7%-85%
50.1% -70%
■ 50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study '
Figure 3.3
Weekend Evening Occupanry
Middqy (6pm -9pm)
Downtown Carlsbad Parl<ing Study
Table 3.3 summarizes weekend evening (6pm to 9pm) occupancies by neighborhood along with the
occupancies of the earlier periods to facilitate comparison. As shown, neighborhood-wide
occupancies in the Coastal Area surpass the 85% threshold. Village occupancies also peak, reaching
over three-quarters neighborhood-wide with the cumulative occupancy of the off-street public parking
at over 90%. The noticeable spike in utilization of NCTD parking (65%) helps to manage the overall
peak parking demand in the Village.
Table 3.3 -Weekend Public Parking Occupancy by Neighborhood (All Periods)
' ::-:
On-Street Parking 61.9% 58.5% 64.8%
Barrio Off-Street Public Parking 10.3% 25.1% 13.0%
Total Public Parking 52.0% 52.1% 54.9%
On-Street Parking 60.5% 82.6% 84.9%
Coastal Area Off-Street Public Parking 33.5% 81.2% 100%
Total Public Parking 57.1% 82.5% 86.8%
On-Street Parking 33.1% 65.7% 70.7%
Village Off-Street Public Parking 14.9% 73.5% 93.0%
Total Public Parking 28.9% 67.5% 75.8%
Village (Other Off-Street NCTD Parking 13.5% 28.4% 64.6%
Sources) Off-Street Private Parking 11.2% 28.2% 27.4%
For the Coastal Area and Village, the neighborhood-wide weekend peaks were each higher in
magnitude than their weekday peaks by about 6%. The Barrio's neighborhood wide parking demand
remains consistent over all three weekend periods nor does not fluctuate very much from its
weekday occupancies.
3.2 Destination-Based Occupancy
Morning (6am to 9am)
Figure 3.4 shows the parking occupancy within a 1/8 mile of each destination inside the study area
during the morning period. As shown, the parking demand summarized by neighborhood is not
distributed evenly geographically. Within the Barrio and Coastal Area, where neighborhood-wide
occupancy was slightly over half, a cluster of destinations around Roosevelt Street/Magnolia Avenue
and Chestnut Avenue, in each neighborhood respectively, where occupancy conditions are greater
than 85%, and other clusters where occupancy conditions are between 70% and 85%.
Midday (10am to 1pm)
Figure 3.5 shows the parking occupancy within a 1/8 mile of each destination inside the study area
during the midday period. Within much of the Coastal Area, occupancy conditions are greater than
85%. The Village core also shows high occupancies, clustered around Roosevelt Street and Grand
Avenue. While the Barrio's neighborhood-wide occupancy remains consistently around 52%,
occupancies along the properties fronting the L0SSAN rail corridor are between 70% and 85%.
Page 26
kend Morning Occupancy Wee
■ Greater t an h 85%
■ 70.1%-BS%
50.1% -70%
■ SO% or Less
o . Destination
t Public Parking Off-Stree
d p rking Study wn Carlsba a Downto Figure 3.4
b Destination k . Occupancy '?Y ,1 ,v/eekend Par. zng . '6am -9am; wt Morning t'
d Midday Occupancy Weeken
■ Greater t an h 85%
C 70.1%-85%
■ 50.1%-70%
■ 50% or Less
Boundaries D Master_Plan_
o Destination
t Public Parking Off-Stree
kin Study Carlsbad Par g Downtown Figure 3.5
b Destination k · Occupanry ry , 1 Weekend Par. zng MidtU!J (10am -1pm;
Downtown Carlsbad Parking study
Evening (6pm to 9pm)
Figure 3.6 shows the parking occupancy within a 1/8 mile of each destination inside the study area
during the evening period. During this period, which is the overall peak for the Coastal Area (slightly
above the 85% threshold neighborhood-wide), most of the destinations west of the LOSSAN rail
corridor between Beech Avenue and Chestnut Avenue experience occupancy conditions above 85%.
The Village's cluster of 85% occupancy or greater from weekend midday increases in coverage in the
weekend evening, and the greater than 85% cluster within the Barrio at Roosevelt Street and
Magnolia Avenue, present during the weekend morning period, reemerges during the weekend
evening period.
Temporal Peak by Destination
Figure 3.7 shows the peak parking period of each destination based on its parking occupancy within
1/8 mile during the weekend three time periods. As shown, the evening period is the peak within
large portions of three neighborhoods analyzed as was the case during the weekday. While the
previous section pointed out the magnitudes peak demand is higher on the weekend, compared to
weekday, the exhibit reveals more destinations within the study area experience 85% conditions on
the weekend compared to weekday, and more destinations experience multiple observation periods
where parking occupancy was above, the 85% threshold.
Page 29
wee kend Evening Occupancy
■ Greater than 85%
70.1 % -BS%
lJ 50.1% -70%
■ 50% or Less
o Destination
Off-Stree t Public Parking
kin Study Carlsbad Par g Downtown Figure 3.6
by Destination .,_ · Occupanry , 1 TV7eekend Par"'zng . 16nm -9pm;
wi Evening l'r
d Peak Period weeken
Morning
Midday
Evening
• Multiple Peno s . d >85% Occupancy
• Peak > 0 85o/c Occupancy
Off-Street Pu I bl·c Parking
king Study Carlsbad Par Downtown Figure 3.7
Weekend Peak Period
Downtown Carlsbad Parking Study
4.0 Surnma ry and Parking Manogernent
Recommendations
This section summarizes key findings and provides recommendations to manage parking demand
ihto the short term (two-year horizon) and long term (five-year horizon) timeframes.
4.1 Key Findings
Findings from the report and review of other documents including the current parking in-lieu fee
program, relevant finances, and parking lease agreements are provided below are as follows:
1. Weekday parking demand throughout the Village and Coastal Area ramps up beginning in the
midday with peaks generally occurring in the evening period in most parts of the study area.
The highest parking demand is west of the LOSSAN rail corridor, in particular between Beech
Avenue and Walnut Avenue, where parking occupancies are greater than 85% for multiple
periods. Within the Village, the destinations along State Street and Roosevelt Street
(between Beech Avenue and Carlsbad Village Drive) also experience greater than 85%
demand during the weekday evening period.
2. Weekend parking demand follows similar temporal demand pattern as weekday, though at
higher intensities. Most of the Coastal Area and Vlllage west of the LOSSAN rail corridor
experiences very high parking occupancies (greater than 85%) through both the midday and
evening periods. Destinations within the Village core area around State Street, Roosevelt
Street, Grand Avenue and Carlsbad Village Drive also have very high occupancies through the
weekend midday and evening periods.
3. Some low turnover was observed in high demand locations within non-residential portions of
the Village and Coastal Area. In some instances, vehicles were parked for five or more hours.
Low turnover results in fewer total visitors being able to access the destinations within the
study area.
4. The parking spaces along Garfield Street, between Grand Avenue and Carlsbad Village Drive
are public parking spaces, though are ambiguously marked. Clear signage should be
provided, indicating that these spaces are available to the general public.
5. Parking fees are one-time fees, therefore there fs a structural deficit in the funding expended
per year versus collected. The interest earned from the parking in-lieu fee program only
covers 50% of the cost of renting parking spaces from North County Transit District.
6. Parking citation revenue, which comprised about 50% of annual parking-related revenue, are
currently being deposited into the general fund.
7. Revenues from the current parking in-lieu fee program are insufficient to be sustainable in
covering the costs of parking management in the long term. Additional funding or parking
revenue sources should be identified.
8. Existing temporary expansion of outdoor uses are not significantly impacting the parking
supply, however, following the cessation of pandemic authorizations curb cafes and outdoor
activation that results in a loss of off-street parking would need to pay the applicable fees
and obtain permanent authorization.
4 .2 Parking Recommendations
The earlier iterations of the Parking Management Plan included recommendations that could be
implemented to increase the supply and better manage the utilization of parking in the study area.
Those recommendations were reviewed and refined as appropriate based on findings of this report,
understanding of parking management best practices, and the financial status of the City's parking
program. These findings should also be revisited with each subsequent update of this report.
Page32
Downtown Garfsbad Parking Study
Near-term recommendations (within two years):
1. Consider restriping Grand Avenue, between State Street and Jefferson Street to convert
parallel parking locations to angled parking to gain additional on-street parking spaces.
Depending on the preferred width of the re-str,iped parking spaces (existing angled parking
spaces along State Street range from 10' to 14' along the curb) approximately between 12
and 25 parking spaces could be gained through the restriping. This recommendation would
also necessitate the reduction of Grand Avenue to one travel lane per direction.
a. Restriping existing angled parking spaces along Grand Avenue east of State Street to
10' could create a gain of approximately another 16 parking spaces. In total, 41
parking spaces could be gained along Grand Avenue between State Street and Hope
Avenue if all existing and potential angled parking was restriped to the 10' width
along the curb.
2. Direct staff to research the costs and options for metered parking installation and the
establishment of a Parking Management District, and the costs of increasing parking
enforcement. Metered parking is strongly recommended in areas with high commercial
activity, such as the area in the Village bounded by Beech Avenue, Jefferson Street, and Pine
Avenue, which may be impacted by low parking turnover behavior from nearby beach and
residential generated parking. The installation of metered parking rs not contingent upon the
formation of the Parking Management District.
3. Direct staff to solicit request for proposals to comprehensively update the Parking
Management Plan. The intention is not to develop a completely new plan, but rather to
update the existing plan to reflect current conditions. This update should include feasible
and implementable short-term and long-term parking mitigation measures, as well as an
Update to the current parking in-lieu fee program.
4. Update the parking in-lieu fee program to ensure sustainable finances. The update should
also take potentially consider factoring in the cost to construct a parking structure if
monitoring determines one should be necessary in the future.
Long-Term (2-plus years):
1. If a Patk·ing Management District is established, it is anticipated increases in parking
revenues from metered parking and an updated in-lieu fee program. Consider establishing
an employee parking permit program and designated employee parking areas with the
anticipated increase in parking revenl.les. This parking supply can be leased from NCTD,
especially during night and weekend when there is lower transit parl<ing demand and high
restaurant and retail employee parking demand. This program would also ensure that
employees do not park in more desirable parking areas closer to businesses for an extended
period.
2. Consider providing local neighborhood shuttle services within the Parking Management
District. The shuttle services would be funded by fees collected from the parking meters and
citations. The shuttle services would also provide connectivity between employee parking
area and their respectively location of employment.
3. If Sl.lfficient funding is available and demand in the Village and Coastal Area warrants it,
consider constructing a parking structure. The City-owned parking lot at 3045 State Street
parking lot is one potential location that could serve demand in both areas. Automated
parking structures are typically safer, can be constructed on a smaller footprint and require
less staffing than a traditional parking structure.
Page33