HomeMy WebLinkAbout2023-02-16; 2022 Parking Survey Results, Updates to the Village & Barrio Master Plan & Parking Plan, and Right of Way Use Permit Fee Update (District - 1); Murphy, JeffTo the members of the:
CITY COUNCI!, /
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February 16, 2023
Council Memorandum
To: Honorable Mayor Blackburn and Members of the City Council
From: Jeff Murphy, Community Development Director
Via: Geoff Patnoe, Assistant City Manager@
{city of
Carlsbad
Memo ID# 2023021
Re: 2022 Parking Survey Results, Updates to the Village & Barrio Master Plan & Parking
Plan, and Right of Way Use Permit Fee Update (District -1)
This memorandum provides the results of the annual 2022 Parking Survey conducted in the
Village & Barrio Master Plan (VBMP) and nearby beach area, a proposed update to the VBMP
and Village, Barrio & Adjacent Beach Parking Management Plan to evaluate potential areas to
improve parking availability in the downtown area and proposed update to the right of way use
permit fee.
Background
In 2017, the city finish~d the Carlsbad Village, Barrio, and Beach Area Parking Management Plan
(Parking Plan). The Parking Plan includes several goals, objectives, and opportunities that
promote more efficient use of existing parking and support future parking needs and mobility
options.
The Parking Plan also includes a requirement to complete a parking su rvey on an annual basis
to evaluate the current parking situation in-the VBMP and beach areas. The results of the 2021
Parking Survey were provided to City Council via Council Memorandum in November 2021. This
Council Memorandum includes the 2022 Parking Survey results conducted last year
(Attachment A).
Relatedly, the City Council authorized on September 27, 2022, that $150,000 in funds from
carryforward of unspent expenditures be allocated for the purpose of updating the city's
parking in-lieu fee (Attachment B). The VBMP allows, under certain circumstances, applicants to
pay a fee to the city in-lieu of providing required parking. Collected fees are then used by the
city to improve parking availability in the V,BMP area.
However, due to the passing of Assembly Bill 2097 (AB 2097), which greatly limits the city's
ability to require parking near the city's two train stations (Attachment C), updating the in-lieu
fee largely becomes moot. As such, staff is looking to repurpose the funds to update the VBMP
and Parking Plan to identify new opportunities and strategies to increase parking availability, in
light of AB 2097. Staff is also looking to use the funds to update fees not affected by AB 2097,
such as the fee imposed on curb cafes and a potential new. fee that can be charged to sidewalk
dining.
Community Services Branch
Community Development Department
1635 Faraday Avenue I Carlsbad, CA 92008 I 442-339-4600 t
Council Memo.,... 2022 Parking Survey Results and Updates (District 1)
February 16, 2023
Page 2
Discussion
2022 Parking Survey Results
In August 2022, the city's parking consultant, CR Associates. conducted field work to examine
parking in the area outlined in the Parking Plan. The 2022 Parking Survey was conducted during ·
a summer weekday (Thursday, August 18, 2022) and a weekend (Saturday, August 20, 2022),
consistent with the requirement in the Parking Plan. The 2022 Parking Survey (Attachment A)
identified additional parking demand within the study area1 during the weekday midday and
evening period as compared to last year. These were in the Village Center district area and
areas immediately adjacent to the beaches. While there are still parking spaces available in
portions of the study area, the core business district, and areas immediately adjacent to the
beaches, continue to have times of the day where there is greater than 85% capacity.
Based on this information, efforts to increase the number parking spaces or increase utilization
through turnover, such as reducing prohibited parking areas and enforcing two-hour parking
limits, in the core business district would help the parking system be more efficient. The
consultant also recommended proceeding with review of current on-street spaces and
restriping as needed to provide additional parking and to update the VBMP and Parking Plan to
provide additional short-and long-term parking management options.
Update to the VBMP, Parking Plan, and Right of Way Use Permit Fees
As summarized in a recent Council Memorandum (Attachment C), AB 2097 is expected to have
profound impacts on the future availability and accessibility to parking in the VBMP area.
Because this is a new law, only in effect since January 2023, the extent of the impacts is
unknown. Despite AB 2097, certain recommended actions in the Parking Plan are still relevant,
such as evaluating existing on-street parking inventory to remove red paint/unused curb cuts
and restripe parking areas to add more parking stalls. Longer term changes could be to
establish a parking management district, provide shuttle services, and/or create additional
parking using public/private partnerships.
However, with the passing of AB 2097 staff proposes to use the $150,000 in carryover funds
earmarked to update the parking in-lieu fee (Attachment B) to contract with an engineering
firm with expertise in parking management and parking solutions to update the VBMP and
Parking Plan. The purpose ofthe update would be to identify best practices for options for
parking management and parking program implementation, given the limitations and
restrictions imposed by AB 2097.
In addition, the consultant selected will be tasked with developing recommendations to update
the annual right of way use permit fee that is currently charged to restaurants that use public
street parking for a curb cafe. Relatedly, the consultant will also provide recommendations on a
1 There are an estimated 5,446 public parking spaces and 1,514 private parking spaces in the study area, for a total
of 6,981 spaces. There is a total of 70 spaces lost due to temporary outdoor activations. There was no noticeable
change in the number of parking spaces comparing 2021 to 2022.
Council Memo -2022 Parking Survey Results and Updates (District 1)
February 16, 2023
Page 3
similar new fee that could be charged to restaurants who utilize city sidewalks for sidewalk
dining.
Next Steps
In March/ April, staff will initiate a Request for Proposal (RFP) to solicit bids for the 2023 Parking
Survey, update to the VBMP and Parking Plan, and update to the right of way use permit fee
charged for curb cafe and creating a new fee for sidewalk cafe right-of-way use permits. It is
anticipated that the $150,000 budget allocation will be sufficient to cover the costs associated .
with this effort. The budget reallocation and the contract will be brought forward for City
Council consideration and decision following the RFP process.
Attachments: A. 2022 Parking Study
B. Resolution No. 2022-029
C. Council Memorandum dated December 8, 2022
cc: Scott Chadwick, City Manager
Cindie McMahon, City Attorney
Ron Kemp, Senior Assistant City Attorney
Paz Gomez, Deputy City Manager
Tom Frank, Transportation Director
Zach Korach, Finance Director
David Graham, Chief Innovation Officer
Matt Sanford, Economic Development Manager
Eric Lardy, City Planner
Scott Donnell, Senior Planner
Laureen Ryan, Senior Management Analyst
Shelley Glennon, Associate Planner
Prepared For
{city of
Carlsbad
Attachment A
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DOWNTOWN CARLSBAD
PARKING STUDY
FINAL
DECEMBER 2022
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 2022
Table of Contents
1.0 Introduction ................................................................................................................................................... 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 ............................................................................ 4
1.4 Parking Occupancy Data Collection Methods .......................................................................................... 5
2.0 Weekday Parking Occupancy ........................................................................................................................ 6
2.1 Occupancy by Supply ................................................................................................................................. 7
2.2 Destination-Based Occupancy ................................................................................................................ 13
3.0 Weekend Parking Occupancy ...................................................................................................................... 20
3.1 Occupancy by Supply ............................................................................................................................... 20
3.2 Destination-Based Occupancy ................................................................................................................ 25
4.0 Summary and Parking Management Recommendations ........................................................................... 32
4.1 Key Findings, ............................................................................................................................................ 32
4.2 Parking Recommendations ..................................................................................................................... 32
Page i
Downtown Carlsbad Parking Study 2022
List of Figures
Figure 1.1-Parking Management Plan Study Area ............................. , ..................................................................... 2
Figure 1.2-Parking Inventory ..................................................................................................................................... 3
Figure 2.1-Weekday Parking Occupancy -Morning (6am to 9am) ........................................................................ 8
Figure 2.2 -Weekday Parking Occupancy -Midday (10am to 1pm) ..................................................................... 10
Figure 2.3 -Weekday Parking Occupancy -Evening (6pm to 9pm) ...................................................................... 12
Figure 2.4-Public Parking Supply within 1/8 Mile from Destinations (Excluding NCTD Parking) ....................... 14
Figure 2.5-Weekday Parking Occupancy by Destination -Morning (6am to 9am) ............................................. 15
Figure 2.6-Weekday Parking Occupancy by Destination -Midday (10am to 1pm) ............................................ 16
Figure 2.7 -Weekday Parking Occupancy by Destination -Evening (6pm to 9pm) ............ : ................................ 18
Figure 2.8 -Weekday Peak Period ...................................... : ..................................................................................... 19
Figure 3.1-Weekend Parking Occupancy -Morning (6am to 9am) ..................................................................... 21
Figure 3.2-Weekend Parking Occupancy -Midday (10am to 1pm) ............. : ....................................................... 23
Figure 3.3 -Weekend Parking Occupancy -Evening (6pm to 9pm) ...................................................................... 24
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 ................................................................ Error! Bookmark not defined.
Table 1.2 -Parking Inventory Within the Study Area ................................................................................................. 4
Table 1.3-Parking Spaces used as Outdoor Structures .......................................................................................... 5
Table 2.1-Weekday Morning Public Parking Occupancy by Neighborhood ............................................................ 7
Table 2.2 -Weekday Midday Public Parking Occupancy by Neighborhood ............................................................. 9
Table 2.3-Weekday Public Parking Occupancy by Neighborhood (All Periods) .................................................... 11
Table 3.1-Weekend Morning Public Parking Occupancy by Neighborhood ......................................................... 20
Table 3.2-Weekend Midday Public Parking Occupancy by Neighborhood ........................................................... 22
Table 3.3 -Weekend Public Parking Occupancy by Neighborhood (All Periods) ................................................... 25
Page ii
Downtown Carlsbad Parking Study 2022
1 .0 Introduction ·
This study is a 2022 update of the 2021 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, 2019, and 2021. 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 2021.
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.
l . l 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 study 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 parking supply through 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.
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. 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 1.1 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.
Neighborhoods
Barrio
Coastal Area
Village
Downtown Carlsbad Parking Study Figure 1.1
Parking Management P Ian S turfy Area
# On-Street Parking Inventory
# Off-Street Parking Inventory
Private Single Use or Residential
Downtown Carlsbad Parking Study
~ "'
184
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12 ""' 32 ~
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118
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Figure 1.2
Parking Inventory
Downtown Carlsbad Parking Study 2022
Parking Inventory Within the Study Area
Parking Type Total
On-Street Parking 4,122
Off-Street Public Parking 783
NCTD Transit Parking 541
Total Public Spaces 5,446
Private Parking 1,514
Total Spaces 6,981
1.3 Change in Parking Supply Due to Outdoor Curb Cafes
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
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.
Downtown Carlsbad Parking Study 2022
Parking Spaces used as Outdoor Structures
Parking Type Total
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 18, 2022) and
one weekend day (Saturday, August 20, 2022) during three time periods: morning (6am to 9am),
midday (10am to 1pm) and evening (6pm to 9pm), similar to the 2021 study. Technicians collected
parking occupancy in the field by driving the study area with video equipment mounted to a vehicle.
The video was reviewed, processed through an automatic license plate recognition program, and
convert to occupancy counts for each unit of on-street parking. Off-street parking occupancy were
manually collected during the data collection process.
Downtown Carlsbad Parking Study 2022
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 occupancy percentage is attributed
to the source of parking (either the block or parking lot). While supply-based occupancy is adequate
for understanding the demand of a particular parking 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 pa rking 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 front 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 pa rking 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 optima l threshold and may be
considered to have burdensome parking conditions.
The sections below describe weekday parking conditions initially by supply and then by destination,
fQr the morning, midday, and evening time intervals.
Downtown Carlsbad Parking Study 2022
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.
Weekday Morning Public Parking Occupancy by Neighborhood
Weekday Morning Weekday Morning
(2022) (2021)
On-Street Parking 57.1% 53.0%
Barrio Off-Street Public Parking 41.3% 11.7%
Total Public Parking 54.1% 45.1%
On-Street Parking 61.7% 55.9%
Coastal Area Off-Street Public Parking 38.8% 32.9%
Total Public Parking 58.9% 53.0%
On-Street Parking 53.2% 43.4%
Village Off-Street Public Parking 59.4% 37.3%
Total Public Parking 54.1% 42.0%
Off-Street NCTD Parking 44.0% 25.5%
Village (Other Parking Sources)
Off-Street Private Parking 39.7% 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 ai'ong 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 observed 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. '
Compared to 2021, an overall increase in parking demand was observed throughout the study area,
with the most significant increased observed among off-street NCTD Parking, Off-Street private
parking, and Off-Street Public Parking, respectively.
Weekday Morning Occupancy
■ Greater than 85%
70.1% -85%
50.1% -70%
50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking,Study Figure 2.1
Weekd~ Parking Occupanry
Morning (6am -9am)
Downtown Carlsbad Parking Study 2022
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.
Weekday Midday Public Parking Occupancy by Neighborhood
On-Street Parking 55.8% 51.0%
Barrio Off-Street Public Parking 35.0% 32.3%
Total Public Parking 51.8% 47.4%
On-Street Parking 72.1% 69.7%
Coastal Area Off-Street Public Parking 87.1% 100%
Total Public Parking 74.0% 73.5%
On-Street Parking 76.2% 69.4%
Village Off-Street Public Parking 88.6% 75.4%
Total Public Parking 78.2% 70.7%
Off-Street NCTD Parking 55.1% 34.9%
Village (Other Parking Sources)
Off-Street Private Parking 57.7% 32.4%
Commercial parking, which is confined mostly to the Village, begins to pea k 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, while the on-street parki ng experience a slight increase when compared to 2021, there
was a slight reduction in the off-street parking demand at the public lot located at 3951-3999
Carlsbad Blvd. Many on-street pa rking 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%.
Weekday Midday Occupancy
■ Greater than 85%
70.1% -85%
□ 50.1% -70%
50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study
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Figure 2.2
Weekd01 Parking Occupanry
Middqy (10am -1pm)
Downtown Carlsbad Parking Study 2022
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 (51% to 69%) and Coastal Area (74% to
79%), with a slight reduction in the Village (78% to 73%), despite off-street parking occupancies
rising to 92% from 88% in the midday.
Weekday Public Parking Occupancy by Neighborhood (All Periods)
On-Street Parking 57.1% 53.0% 55.8% 51.0% 73.5% 66.9%
Barrio Off-Street Public 41.3% 11.7% 35.0% 32.3% 53.8% 26.5% Parking
Total Public Parking 54.1% 45.1% 51.8% 47.4% 69.8% 59.2%
On-Street Parking 61.7% 55.9% 72.1% 69.7% 81.0% 77.9%
Coasta I Area Off-Street Public 38.8% 32.9% 87.1% 100% 68.2% 95.9% Parking
Total Public Parking 58.9% 53.0% 74.0% 73.5% 79.4% 80.1%
On-Street Parking 53.2% 43.4% 76.2% 69.4% 69.4% 62.2%
Village Off-Street Public · 59.4% 37.3% 88.6% 75.4% 91.9% 93.4% Parking
Total Public Parking 54.1% 42.0% 78.2% 70.7% 73.0% 69.4%
Village Off-Street NCTD 44.0% 25.5% 55.1% 34.9% 63.4% 32.2%
(Other Parking
Parking Off-Street Private 39.7% 11.2% 57.7% 32.4% 45.1% 26.3% Sources) Parking
Figure 2.3 shows weekday pa rking occupancy for the evening period. The exhibit confirms the sharp
increase in off-street public parking demand in the Village, as nu merous lots in the core of the Village
are displayed at above 85% capacity.
Wh ile commercial-based parking demand tends to decline during this period, there are exceptions
for some businesses like dining an d drin king establishments, where the even ing represents their
peak demand period. The Coastal Area's parking supply continues to be in high demand, as many
on-street bloc k 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 res idential
areas to the east and south of the study area. This is consistent with the peak temporal patterns of
residential generated pa rking 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 vis itors, the other residential portions of the study area can absorb the
inc reased pa rking demand without strain.
Compared to 2021, both the Barrio and Village area experienced a slight increase in parking
demand, whereas parking demand remain relatively stable in the Coastal area.
Weekday Evening Occupancy
■ Greater than 85%
70.1% -85%
50.1% -70%
50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study Figure 2.3
Weekdqy Parking Occupanry
Evening (6pJ1J -9pJ1J)
Downtown Carlsbad Parking Study 2022
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 g'rid.
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 much 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 parkipg 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. Approximately
half of the destinations in the Village along Carlsbad Village Drive, Grand Avenue, and Oak Avenue
also reach above 85%, a significant increase in demand when compared to 2021. Much of the
Village commercial core is at 85% or greater occupancy during this time. Parking demand in primarily
residential portions the study area to the south and east range between 50% and 70%.
Public Parking Supply within 1/8 Mile
■ 301 -389
■ 251 -300
■ 201 -250
151 -200
■ 101 -150
51 -100
8 -50
0 Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 2.4
Public Parking Supp!J within 1 / 8 Mile from Destinations
(E,xcluding NCTD Parking)
Weekday Morning Occupancy
■ Greater than 85%
70.1%-85%
50.1% -70%
■ 50% or Less
Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 2.5
Weekday Parking Occupanry 01 Destination
Morning (6am -9am)
Weekday Midday Occupancy
■ Greater than 85%
70.1% -85%
L] so.1% -70%
50% or Less
Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 2.6
Weekd:ly Parking Occupanry !:J Destination
Midd:ly (10am -1pm)
Downtown Carlsbad Parking Study 2022
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 18% 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 impact areas where
residential land uses are adjacent to commercial land uses, such as in the Village core and the
adjacent surrounding blocks.
When compared to 2021, the Village neighborhood experiences the greatest increase in parking
demand, with a slight increase in the Barrio neighborhood. These increases follow the same trend
observed in the neighborhood-wide data.
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 time 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, which also peaks in the evening, multiple destinations reach reaches 85% occupancy or
greater under multiple periods (mostly midday and evening).
Weekday Evening . Occupancy
h n 85% Greater t a
70.1% -85%
50.1% -70%
50% or Less
Destination
t Public Parking Off-Stree
p king Study Carlsbad ar Downtown Figure 2.7
b Destination k · Occupanry ry ,
1
w,;: ekend Par. zng . 16,pm -9pm; we Evening I'
Peak Period Weekday
•
•
Morning
Midday
Evening
>85% Occupancy Multiple Periods
k >85% Occupancy Pea
t Public Parking Off-Stree
kin Study Carlsbad Par g Downtown
·•
. --: __ ~_; : :_ ~
Figure 2.8
Weekdqy Peak Period
Downtown Carlsbad Parking Study 2022
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 between 62% to 67%
percent, slightly higher than their weekday morning occupancies. Village parking occupancy, at 46%,
is 8% lower than its weekday morning neighborhood-wide occupancy.
Weekend Morning Public Parking Occupancy by Neighborhood
On-Street Parking 66.9% 61.9%
Barrio Off-Street Public Parking 42.6% 10.3%
Total Public Parking 62.3% 52.0%
On-Street Parking 67.4% 60.5%
Coastal Area Off-Street Public Parking 71.2% 33.5%
Total Public Parking 67.8% 57.1%
On-Street Parking 44.1% 33.1%
Village Off-Street Public Parking 59.7% 14.9%
Total Public Parking 46.6% 28.9%
Village (Other Parking Sources)
Off-Street NCTD Parking 44.4% 13.5%
Off-Street Private Parking 34.5% 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.
Even though all of the neighborhood experiences an increase in parking demand when compared to
2021 data, none of neighborhood-wide parking demand exceed 85%.
Weekend Morning Occupancy
■ Greater than 85%
r-·-70.1 % -85%
50.1% -70%
50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study Figure 3.1
Weekend Parking Occupanry
Morning (6am -9am)
Downtown Carlsbad Parking Study 2022
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 exceed 85%
th reshold levels neighborhood-wide.
Weekend Midday Public Parking Occupancy by Neighborhood
Ar p k. T Weekend Midday Weekend Midday
ea ar mg ype (2022) (2021)
On-Street Parking 63.7% 58.5%
Barrio Off-Street Public Parking 30.0% 25.1%
Total Public Parking 57.2% 52.1%
On-Street Parking 86.2% 82.6%
Coastal Off-Street Public Parking 98.8% 81.2%
Total Public Parking 87.7% 82.5%
On-Street Parking 70.3% 65.7%
Village Off-Street Public Parking 94.3% 73.5%
Total Public Parking 74.1% 67.5%
Off-Street NCTD Parking 59.7% 28.4%
Village (Other Parking Sources)
Off-Street Private Parking 49.5% 28.2%
The increase in park ing demand within the Vil lage and Coastal Area is evident in Figure3.2, which
shows most on-street parking blocks west of the LOSSAN rai l corridor in either the greater than 85%
(red) category or 70.1% to 85% (orange) categories. The Village core area includes several off-street
parking lots reaching above 85% occupancy.
While parking demand during the weekend midday in the Village core experience a slight dip when
compared to the weekday period (78% to 74%), the midday parking occupancies throughout the
Coasta l Area is noticeably higher on the weekend (7 4% to 88%). Parking demand throughout the
Barrio experience a slight increase when compa red to the weekday 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 th roughout the Coasta l Area and Village. Off-street
parking facilities in both neighborhoods are at or near capacity. In the Village, NCTD-specific pa rking
facilities, including the occupancy of the nearly 500-space Ca rlsbad Village Station parking facility,
are above 80%, and almost double the utilization of their weekday pea k. These parking lots,
generally reserved for NCTD commuters, absorb some of the parking demand in the Village during
the weekend evenings.
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
Midday (10am -1pm)
Weekend Evening Occupancy
■ Greater than 85%
70.1% -85%
50.1% -70%
■ 50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study Figure 3.3
Weekend Parking Occupanry
E vening (6pm -9pm)
Downtown Carlsbad Parking Study 2022
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 pa rking
at over 90%. The noticeable spike in utilization of NCTD parking helps to manage the overall peak
parking demand in the Village.
Weekend Public Parking Occupancy by Neighborhood (All Periods)
On-Street Parking 66.9% 61.9% 63.7% 58.5% 69.9% 64.8%
Barrio Off-Street Public Parking 42.6% 10.3% 30.0% 25.1% 43.5% 13.0%
Total Public Parking 62.3% 52.0% 57.2% 52.1% 64.9% 54.9%
On-Street Parking 67.4% 60.5% 86.2% 82.6% 91.9% 84.9%
Coastal Area Off-Street Public Parking 71.2% 33.5% 98.8% 81.2% 81.2% 100%
Total Public Parking 67.8% 57.1% 87.7% 82.5% 90.5% 86.8%
On-Street Parking 44.1% 33.1% 70.3% 65.7% 80.0% 70.7%
Village Off-Street Public Parking 59.7% 14.9% 94.3% 73.5% 97.7% 93.0%
Total Public Parking 46.6% 28.9% 74.1% 67.5% 82.8% 75.8%
Off-Street NCTD Parking 44.4% 13.5% 59.7% 28.4% 86.0% 64.6%
Village (Other
Off-Street Private Sources) 34.5% 11.2% 49.5% 28.2%· 48.8% 27.4% Parking
For the Coastal Area and Village, the neighborhood-wide weekend peaks were each higher in
magnitude than their weekday peaks (11% increase for the Coastal Area and 5% increase for the
Village). The Barrio's neighborhood wide parking demand remains consistent over all three weekend
periods nor does not fluctuate very much from its weekday occupancies.
Compared to 2021, all three neighborhood experiences an increase in parking demand on the
weekend, with the most significant increase in NCTD Parking lot, likely due to an increase in transit
usage.
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
Oak 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%.
Downtown Carlsbad Parking Study 2022
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 less than 60%, occupancies along
the properties fronting the LOSSAN rail corridor are between 70% and 85%.
Weekend Morning Occupancy
■ Greater than 85%
70.1% -85%
50.1% -70%
■ 50% or Less
Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 3.4
Weekend Parking Occupanry ry Destination
Morning (6am -9am)
d Midday Occupancy Weeken
h n 85% Greater t a
70.1%-85%
50.1% -70%
50% or Less
Destination
t Public Parking Off-Stree
Downto d Parking Study wn Carlsba Figure 3.5
b Destination k . Occupanry ry 'l Weekend Par. zng Midday (1 Oam -1pm;
Downtown Carlsbad Parking Study 2022
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 (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.
Overall, both the Coastal and Village neighborhoods experience an increase when compared to the
data presented in the 2021 report. While the neighborhood-wide parking demand does increase for
the Barrio neighborhood, the increase does not results in a significant increase in parking demand at
the parcel level, outside of six parcels on the eastern edge.
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.
Wee kend Evening Occupancy
· h 85% Greater t an
70.1%-SS%
50.1% -?0%
50% or Less
Destination
t Public Parking Off-Stree
Downto d Parking Study wn Carlsba Figure 3.6
b Destination w7eekend Par, zng . 16-,,m -9pm k · Occupanry ?Y ')
wt . Evenzng \'r
d Peak Period Weeken
•
•
Morning
Midday
Evening y
. ds >85% Occupanc Multiple Peno
. d >85% Occupancy Peak Peno .
t Public Parking Off-Stree
kin Study , Carlsbad Par g Downtown Figure 3.7
k d Peak Period Wee en
Downtown Carlsbad Parking Study 2022
4.0 Summary and Parking Management
Recommendations
This section summarizes key findings and provides recommendations to manage parking demand
into 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 Oak Avenue) also experience greater than 85% demand du ring
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 Village 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, Carlsbad Village Drive, and Oak Avenue also have very high
occupancies through the weekend midday and evening periods.
3. Overall, the 2022 parking demand are higher than the 2021 parking demand, including an
increase in parking demand observed at the NCTD parking lot. The increase in parking
demand resulted in a significant number of parcels within the Coastal and Village core area
with parking demand at 85% or greater.
4. Some low turnover was observed in high demand locations within non-residential portions of
the Vi llage 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.
5. 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 publ ic.
6. Parking fees are one-time fees, therefore there is 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 f rom North County Transit District.
7. Parking citation revenue, which comprised about 50% of annual parking-related revenue, are
currently being deposited into the general fund.
8. 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 .
9. 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.
Downtown Carlsbad Parking Study 2022
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.
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-striped 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 is 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 to update the
existing plan to reflect current conditions and changes in state law. This update should
include feasible and. implementable short-term and long-term parking mitigation measures
and 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 Parking 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 revenues. This parking supply can be leased from NCTD,
especially during night and weekend when there is lower transit parking 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 sufficient 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.
Attachment B
RESOLUTION NO. 2022-229
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF C:ARLSf!l\D',
CAI.JFORNIA, APPROVING FISCAL YEAR 2021-22 BUDGET CARRYFORWAB.P
REQUESTS f\ND APPROPRIATION OF FUNDS TO FISCAL YEAR, 2022°23 Af\JD
AUTHORIZING CAPITAL OUTLAY PURCHASES
-WHEREAS, the City Council of the City of Carlsbad, California established City Council POiicy No.
87 ..,. General Fund Surplus Policy for the appropriation of surplus funds resulting. from General hrnd
a<;tt.Jal revenues exceeding total actual expenditures, plus any unspent and Linencumbered
expenditures budgeted for a given fiscal year; and
WHEREAS; at the close offiscal year 2021-22, the city's unaudited General Fund reservehi;!lar:\ce
is 62%. ahd has exceeded its General Fund Reserve Policy target of 40%; and
WHEREAS, at the close of fiscal year 2021-22, the remaining unaudited unspent and
unepcumbere_cl expend1tCJres budget for the General Fund is $14.7 million of which,$5.9 million has
been carried forward as· a result of previous City Council resolutions, resulting in ah availaple .surplus
of$8.8 million; and
WlitREAS, in accordance with City Council Policy No. 87, the City Manager has approved
ii-:rdividual iJern.s df less than $100,000 that total $690,160 in General Fund carryforward requests and
$1,275}102 in carryforward r,equests for other non-General Fund funds; and
WHE,BEAS, City Council. Policy No. 87 requires City Council approval for the carryforward of any
unspent and unencumbered budget for a particular item equal to or greater than $100,000; and
WHEREAS, department carryforward requests submitted for City Council approval that total
$1,174,750 in General Fund carryforward requests and $120,000 in carryforward requests for other
non-Genera'I Fund funds are listed in Attachment A to this resolution.
NOW, THEREFORE., BE IT RESOLVED by the City Council of the City of Carlsbad, California, as
follows:
1. That tne·above recitations are true and correct.
2. That the budget carryforward requests shown in Attachment A to this resolution are
appr'oved for c_arryforward from fiscal year 2021-22 to fiscal year 2022-23.
3. That the City Manager, or designee, is authorized to purchase the capital o~tlay items
as shown in Attachment A.
f I
.f
4. Thc1t th.~ City Manager/ or designeg, is aL1thgrizgd to purcha~e the self-contained
briathing~pparatuses d"escribed in AtfachrnenfAfor an amount up to $1,000,000.
. -·.
5. That-the' Eteputy · €ity Manager, Adn,:ii11istrative,C~ervites, is authorized to appropriate
cc:1rryforWard bud~et~ totl\e fLJhqs in the amounts· shown incAttaclirnent A.
PA~SED, APPROVED AND ADOPTED ~t .a Regul,(r Meeting of. the City Council of the City of -.-. . ... , ... -.. -.-. . .·. .·.. .·· ..... -"
Carlsbad onJbe 27thday of .Septer'nbe~. 202.2, by the following vote,. to wir:
AYES:
NAYS:
ABSENT:
Blackbui n, Bb~t~Patel,,Acosta, Nqrby.
Hall.
Npi)e.
MA'rt HA(L, f\/laypr
FAVIOLA MEDIN;A., City (lerkSerJites:Ma11ager
(SEAL)
DEPARTMENT
Community Development
Fire
Police
Environmental Sustainability
CITY OF CARLSBAD FY 2021-22 TO FY 2022-23
CARRYFORWARD BUDGET REQUESTS FOR CITY COUNCIL CONSIDERATION
(ITEMS EQUAL TO OR GREATER THAN $100,000)
FUND DESCRIPTION
General Fund Parking In-Lieu Program Fee Update
General Fund Replace Self-Contained Breathing Apparatus prior to expiration
General Fund License Plate Reader installation
Non General Fund Contract for Compliance Evaluation
General Fund Total
Non-General Fund Total
GRAND TOTAL
Other
REQUEST
TYPE
Cap_ital Outlay
Professional Services
Professional Services
$
AMOUNT
150,000
850,000
174,750
120,000
1,174,750
120,000
1,294,750
~ .... Q)
(") ::::r
3 ID
::J ....
►
To the members .of the:
Date 2 CA .CC v CITY C~UNCI / CMJlW:_DCM(3)✓
Council Memorandum
December 8, 2022
To:
From:
Via:
Re:
Honorable Mayor Hall and Members of the City Council
Gary Barberio, Deputy City Manager, Community Services
Jeff Murphy, Community Development Director
Geoff Patnoe, Assistant City Manager ~
Assembly Bill 2097 -State Parking Requirements {Districts 1 & 3)
Attachment C
{city of
Carlsbad
Memo ID# 2022119
This memorandum provides an overview of the restrictions imposed by Assembly Bill (AB) 2097 on
the city's ability to impose minimum parking standards on new development projects.
Background
On September 28, 2022, in response to the state housing crisis, Governor Newsom signed several
legislative bills that focused on increasing housing production in California. As with prior state
legislative changes, many of the bills adopted limit or restrict local land use authority to make the
local housing approval processes more administrat,ive (by-right), w1th fewer local restrictions and
limitations. However, one bill in particular, AB 2097 (Friedman), stands out from the rest as possibly
the inost impactive to the city's land use authority.
Discussion
Most cities, including Carlsbad1 have historically required that new residential and commerdaJ
development provide onsite parking spaces to sufficiently accommodate occupants and customers
and reduce impacts to neighboring land uses. The commonly applied parking standard is formula
based, where the minimum number of required parking spaces is dependent upon the size and type
of use being built. For example, Carlsbad requires one parking space for every 100 square feet of
restaurant space, two parking spaces for each apartment unit with two or more bedrooms, and so on.
Based largely on a body of academic research regarding the potential impacts minimum parking ·
ratios have on car ownership, vehicle miles traveled, and use of public transit, the state legislature
passed AB 2097, which added Government Code §65863.2, that effectively eliminates parking
requirements in new residential and commercial developments when located within a half-mile of a
major transit stop. For Carlsbad, the half-mile radius is measured from two qualifying stops: the
Carlsbad Village Station (District 1) and the Poinsettia Station (District 3).
According to the Assembly Floor Analysis1 on AB 2097, the study found that in buildings with no on-
site parking, only 38% of households owned a car, but in buildings with at least one parking space per
unit, the study found that more than 81% of households owned automobiles. As such, by eliminating
1The Assembly Floor Analys·is (AFA) Unit is a part of the CA State Assembly Chief Clerk's Office, who is responsible for providing the public
and Assembly Members with analyses, prepared by committee staff, of every bill anq amendment on the Floor.
Community Services Branch
Community Development Department
1635 Faraday Avenue I Carlsbad, CA 92008 I 442-339-5088 t
)
Council Memo -Assembly Bill 2097 -State Parking Requirements (Districts 1 & 3)
December 8, 2022
Page 2
parking minimums, the state legislature believes that fewer households will rely on the aut.omobile
for transportation. Ultimately, the state legislature's intent with the passage of AB 20El7, which is
effective January 1, 2023, is that it will help drive down construction costs (making units more
affordable), increase public transit ridership, and promote walkable and bikeable communities so
people can get around without a car, which will reduce the greenhouse gas emissions responsible for
climate change.
The bill provides for limited exceptions for when parking can be required for new development and
. includes provisions that allow the city to continue to apply minimum parking standards for electric
vehicle charging stations as well as required parking spaces accessible to persons with disabilities,
irrespective of distance from a major transit stop. To help staff and the public better understand the
purpose of AB 2097 arid the allowances under the new state law, an Informational Bulletin has been
drafted (Attachment A). Maps of the properties affected by AB 2097, which will eventually be
accessible via hyperlinks in the bulletin, have also been developed (Attachment Band C).
Next Steps
After the first of the year, the bulletin will be added to the Community Development Department
Informational Bulletin Uhr:ary, which is available on line and accessible to the public2• The bulletin
includes several hyperlinks to various reference documents, including the new stat e parking law and
the new stat~ building code. Since those codes are not effective until January 1, 2023, posting the
informational bulletin sooner is not practical.
Staff will continue to monitor any additional guidance provided from regulatory agencies (such as the
California Coastal Commission or Governor's Office of Planning and Research) and update as
appropriate.
Attachment: A. Informational Bulletin -AB 2097 Parking Requirements
B, Half-mile radius from Carlsbad Village Station
C. Half-mile radius from Poinsettia Station
cc: Scott Chadwick, City Manager
Cindie. McMahon, City Attorney
Ron Kemp, Assistant City Attorney
Jamie Wood, Environmental Sustainability Director
Tom Frank, Transportation Director
Jason Haber, Intergovernmental Affairs Director
Mike Strong, Assistant Community Development Director
Sarah Lemons, Senior Program Manager
Nathan Schmidt, Transportation Planning and Mobility Manager
Katie Hentrich, Climate Action Plan Administrator
Jason Geldert, Engineering Manager
Eric Lardy, City Planner
2 https;//www.carlsbadca,gov/departments/community-development/departmentaL-information.-bulletins
AB 2097
/?'" Attachment A
· (_ City of
Carlsbad
PARKING REQUIREMENTS Informational Bulletin
1B-131
This bulletin provides an overview ofthe restrictions
imposed by the state legislature under AB 2097 on the
city's ability to require minimum parking standards on
certain private development projects.
BACKGROUND
Most cities, including Carlsbad, have historically required
that new residential and commercial development
provide onsite parking spaces to sufficiently
accommodate occupants and customers and reduce
impacts to neighboring land uses. The commonly applied
parking standard is formula based, where the minimum
number of required parking spaces is dependent upon the
size and type of use being built. For example, Carlsbad
requires one parking space for every 100 square feet of
restaurant space, two parking spaces for each apartment
unit with two or more bedrooms, and so on.
Based largely on a body of academic research regarding
the potential impacts minimum parking ratios have on car
ownership, vehicle miles traveled, and use of public
transit, the state legislature passed AB 2097, which added
Government Code §65863.2, that effectively eliminates
parking requirements in new residential and commercial
developments when located within a half-mile of a major
transit stop.
According to the Assembly Floor Analysis on AB 2097, the
study found that in buildings with no on-site parking, only
38% of households owned a car, but in buildings with at
least one parking space per unit, the study found that
more than 81% of households owned automobiles. As
such, by eliminating parking minimums in new
development, the state legislature believes that fewer
households will rely on the automobile for transportation.
Documents Referenced
AB 2097 State Parking Requirements; §65863.2
Carlsbad Village Station Eligible Parcels; Map
Poinsettia Station Eligible Parcels; Map
Carlsbad Housing (Element) Plan; IB-137
2021-2029 Housing Element; Plan
Carlsbad Parking Standards; §21.44
EV Charging Station Requirements; §18.21.040
EV Charging Permit Streamlining; IB-165
State Density Bonus Law; IB-112
Supportive Housing Defined; §21.04.355.1
Transitional Housing Defined; §21.04.362
Developers could still voluntarily provide onsite parking
(and many likely will), but the number of parking spaces
provided will be based on builder preference and market
demand, not by city-established minimum parking
standards.
The state legislature's intent with this action, which is
effective January 1, 2023, is that it will help drive down
construction costs (making units more affordable), reduce
vehicle traffic, increase public transit ridership, and
promote walkable and bikeable communities so people
can get around without a car, which will reduce the
greenhouse gas emissions responsible for climate change.
NEW STATE LIMITS ON PARKING
AREAS AFFECTED
Pursuant to Government Code §65863.2(a), a city cannot
impose or enforce any minimum automobile parking
requirements on a residential, commercial, or other
development project (except for hotels, motels, short-
term rentals, or other transient lodging ---city parking
standards still apply to those) if the project is located
within one-half mile of public transit. The state defines
public transit as a "major transit stop," containing any one
of the following:
• Fixed rail station
• Bus rapid transit stop
• Intersection of two or more major bus routes were
buses.stop every 15 minutes or less during peak
commute periods
• high-quality transit corridor included in a regional
transportation plan
Community Development Department I 1635 Faraday Ave. I Carlsbad, CA 92008 I www.carlsbadca.gov
The city does not have any high-quality transit corridors
per SANDAG's 2021 Regional Transportation Plan. And
North County Transit District's Breeze bus system, does
not meet the bus stop requirements and therefore does
not qualify.
Currently, there are only two locations in the city that
meet the definition of public transit ---Carlsbad Village
Station and Poinsettia Station. Maps have been provided
showing those parcels that are subject to §65863.2. See
"Documents Referenced" above.
In cases where only a portion of the project site is located
within one-half mile of a major transit stop, the following
standards must be met in order to be eligible.
• At least 75% of the total project site is located within
one-half mile of a major transit stop; and
• At least 90% of the proposed residential units, or
100 units or more, whichever is less, are located
one-half mile of a major transit stop.
Projects failing to meet these requirements do not qualify
for the allowances under §65863.2 and must meet
current city parking standards.
EV CHARGING & ADA PARKING
Irrespective of proximity to public transit, state law allows
the city to continue to apply minimum parking standards
for electric vehicle (EV) charging stations as well as
required parking spaces accessible to persons with
disabilities (ADA).
• For EV stations, the required number of EV parking
spaces is provided in Table 5.106.5.3.1 of Carlsbad
Municipal Code §18.21.040. The parking
requirement is based on the total number of actual
parking spaces that would have otherwise applied to
the development if the state code section did not
exist. Refer to IB-165 for an overview of the city's
streamlining provisions and alternative standards for
EV charging stations.
Page 2 of 3
• For ADA parking, the city applies the standards set
forth in Chapter 1109A (multifamily) and Chapte r
llB (commercial) ofTitle 24, Volume 1 of the 2023
CA Building Code . Like EV spaces, the total number
of ADA spaces is based on the total number of actual
parking spaces that would have otherwise applied to
the development.
EXEMPTIONS
The city may apply its minimum parking standards if it
makes written findings that failure to impose parking
standards will result in one of the following to occur.
• Hinders the city's ability to meet its share of low-
and very low-income housing. Refer to IB-137 for
more on the city's Housing Element and afford able
housing requirements.
• Hinders the city's ability to meet any special housing
needs for elderly or persons with disability. Refer to
the city's 2021-2029 Housing Element for more
information.
• The proposed "housing development project" will
negatively impact existing residential or commercial
parking that is located within one-half mile of the
project. The state defines a housing development
project as either:
o A 100% residential development; or
o Mixed-use development where at least two-
thirds of the project is designed for residential
use; or
o Project includes transitional housing or .
supportive housing.
The city exemption determination must be supported by a
preponderance of the evidence in the record showing that
not imposing or enforcing minimum parking standards
would have a substantially negative impact on the above
IB-.131_AB 2097 Parking Limits {DRAFT)
referenced development. The exemption finding must be
made by the city within 30 days following receipt of a
completed application.
EXCEPTIONS TO THE EXEMPTIONS
Government Code §65863.2(c) provides a list of specific
project types that are not subject to the above exemption
provisions. In other words, the city cannot impose
minimum parking standards on the following housing
development projects, irrespective of whether the above
discussed exemption findings can be made.
• The housing development project contains fewer
than 20 housing units.
• The housing development project dedicates a
minimum of 20% of the total housing units to very
low-, low-, or moderate-income households,
students, elderly, or persons with disabilities.
• The housing development project is subject to
parking reductions based on the provisions of any
other applicable law. As an example, the proposed
development is a density bonus project, which offers
reduced parking standards for development
projects. Please refer to IB-112 for more on density
bonus law.
PARKING SPACES PROVIDED VOLUNTARILY
When a project voluntarily provides parking, the city is
limited to only imposing the following parking
requirements:
• The city may require that the voluntary parking
spaces meet minimum location and design
standards.
• If a project voluntarily provides parking spaces, the
city can require that the spaces be available to the
public.
IB-131_AB 2097 Parking Limits (DRAFT)
• If a project voluntarily provides parking spaces, the
city can require that a parking fee be charged to
residents or customers for use. Conversely, the city
cannot require that the voluntarily provided parking
spaces be offered to the residents or customers free
of charge.
YOUR OPTIONS FOR SERVICE
Questions pertaining to this state law, please contact the
Planning Division at 442-339-2600 or via email at
Planning@CarlsbadCA.gov.
Page 3 of 3
AB 2097 .
Carlsbad Village Train Station_
All Parcels Within Half Mile Radius
Attachment B
AB 2097
Poinsettia Train Station
All Parcels Within Half Mile Radius
Attachment C N
A