HomeMy WebLinkAbout2024-01-04; 2023 Parking Survey Results, Updates to the Parking Management Plan and Village & Barrio Master Plan, Parking In-Lieu Fee Program and Right of Way Use Permit Fee Program (District 1); Murphy, JeffTo the members of the:
CllY COUNCIL
Date \ I ti \2t.f cA / cc V CM_✓Ad,,_ACM V0CM(3)V
January 4, 2024
Council Memorandum
To:
From:
Honorable Mayor Blackburn and Members of the City Council
Jeff Murphy, Community Development Director
Via:
{city of
Carlsbad
Memo ID# 2024001
Re:
Geoff Patnoe, Assistant City Manager 6D.
2023 Parking Survey Results, Updates totlieParking Management Plan and Village &
Barrio Master Plan, Parking In-Lieu Fee Program and Right of Way Use Permit Fee
Program (District 1)
This memorandum provides the results of the annual 2023 Parking Survey conducted in the Village,
Barrio, and beach areas; the status of the update to the Village, Barrio, and Beach Area Parking
Management Plan; and, the status of the update to the parking in-lieu fee and right of way use permit
fee programs.
Background
In 2017, the city completed the Carlsbad Village, Barrio, and Beach Area Parking Management Plan
(Parking Plan). Among other things, the Parking Plan includes a requirement to complete a parking
survey on an annual basis to evaluate the current parking situation in the Village, Barrio, and beach
areas. The results of the 2022 Parking Survey were provided to City Council via Council Memorandum
on February 16, 2023 (Attachment A).
On July 11, 2023, the City Council authorized a professional service agreement with Chen Ryan
Associates, Inc. to prepare a parking survey for 2023, as well as an update to the Parking Plan, Village
& Barrio Master Plan (VBMP) and a report on options to update the Parking In-Lieu Fee program and
Right-of-Way (or Curb Cafe) Fee program (Attachment B).
The timing for these updates is motivated by the passage of recent state legislation (e.g., Assembly
Bill 2097 which prohibits certain local parking requirements) and the end of temporary COVID
allowances for sidewalk and curb cafes. This Council Memorandum includes the 2023 Parking Survey
results conducted in summer 2023 (Attachment C).
Discussion
2023 Parking Survey Results
In July 2023, Chen Ryan Associates, Inc., conducted fieldwork commensurate with previous Village,
Barrio, and beach area parking surveys to examine and document parking conditions within the study
area. The 2023 Parking Survey was conducted during a summer weekday on Thursday, July 20, 2022,
and a weekend on Saturday, July 22, 2022, consistent with the requirement in the Parking Plan. The
2023 Parking Survey results (Attachment C) id entified an overall increase in parking demand within
the study area as compared to last year. The highest increases occurred in the Barrio and Beach Area
neighborhoods. The study also identified high parking demand for on-street parking west of the
Community Services Branch
Community Development Department
1635 Faraday Avenue I Carlsbad, CA 92008 I 442-339-2600 t
Council Memo -2023 Parking Survey Results and Updates (District 1)
January 4, 2024
Page 2
railroad tracks, for portions of Grand Avenue, portions of Carlsbad Village Drive, portions of State
Street and within the Village Faire parking lot. However, the study revealed that the current and
estimated future parking supply could be adequate to meet future demand if the parking system, as
part of the larger transportation system, is actively managed. Refer to section below for more
information.
Update to the Parking Plan, VBMP, Parking In-Lieu Fee and Right-of-Way (Curb Cafe) Fee Program
Staff from Community Development, Public Works, Police and Finance are currently working with the
consultant to update the Parking Plan, VBMP, Parking In -Lieu Fee and Curb Cafe Permit Fee programs.
The update to the Parking Plan will include further analysis on the existing and future parking needs
of the study area and will provide a su ite of recommendations to improve parking availability for the
City Council to consider. Included will be a recommendation to increase the interval between future
parking surveys from annually to between three to five years since parking conditions are unlikely to
change significantly on a yearly basis. The team has completed documentation of existing conditions
and policy frameworks and is preparing recommendations and potential updates for consideration by
stakeholders and the community. This information will then be prepared for presentation to the
Traffic & Mobility Committee and Planning Commission for recommendation and then to the City
Council for action.
Next Steps
No further action is needed for the 2023 Parking Survey. Staff will continue to work with the
consultants to prepare the updates to the Parking Plan, VBMP, Parking In-Lieu Fee and Right-of-Way
(Curb Cafe) Fee Program. It is anticipated that these documents will be presented to the Traffic &
Mobility Committee and Planning Commission by February/March 2024 and then to City Council by
April/May 2024.
Attachment: A. City Council Memorandum, dated February 16, 2023
https://records.carlsbadca.gov/Weblink/DocView.aspx?id=6394477&dbid=0&repo=Cit
yofCarlsbad
B. City Council Staff Report, dated July 11, 2023
https://records.carlsbadca.gov/Weblink/DocView.aspx?id=6439162&dbid=0&repo=Cit
yofCarlsbad
C. 2023 Carlsbad Parking Study
cc: Scott Chadwick, City Manager
Cindie McMahon, City Attorney
Allegra Frost, Senior Assistant City Attorney
Paz Gomez, Deputy City Manager, Public Works
Tom Fran k, Transportation Director
Zach Korach, Finance Director
David Graham, Chief Innovation Officer
Council Memo -2023 Parking Survey Results and Updates (District 1)
January 4, 2024
Page 3
Matt Sanford, Economic Development Manager
Eric Lardy, City Planner
Robert Efird, Principal Planner
Laureen Ryan, Senior Management Analyst
Shelley Glennon, Associate Planner
Prepared For
{'Cityof
Carlsbad
Attac hme nt C .
CARSLBAD PARKING
STUDY
DECEMBER 2023
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
Table of Contents
Key Findings ................................................................................................................................ 1
1.0 Introduction ........................................................................................................................ 2
1.1 Project Study Area ................................................................................................................................ 2
1.2 Parking Inventory and Data Collection Methods .................................................................................. 2
1.3 Parking Occupancy Data Collection Methods ....................................................................................... 5
1.4 Changes in Parking Supply Due to Outdoor Dining .............................................................................. 6
2.0 Weekday Parking Occupancy ............................................................................................... 7
2.1 Occupancy by Supply ............................................................................................................................ 8
2.2 Destination-Based Occupancy ........................................................................................................... 15
3.0 Weekend Parking Occupancy ............................................................................................. 22
3.1 Occupancy by Supply ......................................................................................................................... 22
3.2 Destination-Based Occupancy ........................................................................... : ............................... 28
4.0 Parking Duration ............................................................................................................... 33
4.1 Existing Weekend Parking Duration .................................................................................................. 34
Page i
Figures
Figure A -Summary of Parking Inventory ............................................................................................................. 1
Figure 1.1 -Project Study Area ............................................................................................................................. 3
Figure 1.2 -Parking Inventory .............................................................................................................................. 4
Figure 2.1 -Weekday Parking Occupancy -Morning (6 a.m. to 9 a.m.) .............................................................. 9
Figure 2.2 -Weekday Parking Occupancy -Midday (10 a.m. to 1 p.m.} ........................................................... 11
Figure 2.3 -Weekday Parking Occupancy -Evening (6 p.m. to 9 p.m.) ............................................................ 14
Figure 2.4 -Public Parking Supply within 1/8 Mile from Destinations (Excluding NCTD Parking) ..................... 16
Figure 2.5 Weekday Parking Occupancy by Destination -Morning (6 a.m. to 9 a.m.) ....................................... 17
Figure 2.6 Weekday Parking Occupancy by Destination -Midday (10 a.m. to 1 p.m.) ...................................... 18
Figure 2.7 -Weekday Parking Occupancy by Destination -Evening (6 p.m . to 9 p.m.) .................................... 20
Figure 2.8 -Weekday Peak Period .................................................................................................................... 21
Figure 3.1 Weekend Parking Occupancy -Morning (6am to 9am) .................................................................... 23
Figure 3.2 -Weekend Parking Occupancy -Midday (10 a.m. to 1 p.m.) .......................................................... 25
Figure 3.3 -Weekend Parking Occupancy -Evening (6 p.m. to 9 p.m.) ........................................................... 27
Figure 3.4 -Weekend Parking Occupancy by Destination -Morning (6 a.m. to 9 a.m.) ................................... 29
Figure 3.5 -Weekend Parking Occupancy by Destination -Midday (10 a.m. to 1 p.m.) .................................. 30
Figure 3.6 -Weekend Parking Occupancy by Destination -Evening (6 p.m. to 9 p.m) .................................... 31
Figure 3.7 -Weekend Peak Period .................................................................................................................... 32
Figure 4.1 -Average Length of Stay at Barrio Neighborhood for On-Street Facilities ........................................ 34
Figure 4.2 -Average Length of Stay at Village Neighborhood for On-Street Facilities ....................................... 35
Figure 4.3 -Average Length of Stay at Beach Area Neighborhood fo r On-Street Facilities ................................ 35
Page ii
Tables
Table 1.1 -Total Parking Supply ........................................................................................................................... 5
Table 1.2 -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
Table 2.3 -Weekday Public Parking Occupancy by Neighborhood (All Periods) ................................................. 12
Table 3.1 -Weekend Morning Public Parking Occupancy by Neighborhood ...................................................... 22
Table 3.2 -Weekday Midday Public Parking Occupancy by Neighborhood ....................................................... 24
Table 3.3 -Weekend Public Parking Occupancy by Neighborhood (All Periods) ................................................ 26
Page iii
Key Findings
The study produced an inventory of all
available public and private
(privately-owned and dedicated
to a spe_cific property) parking
spaces in the study area which
totaled 6,885 parking spaces,
excluding parking associated
with single-family homes and
properties with controlled
access. Figure A displays a
summary of the parking
inventory.
Figure A -Summary of Parking Inventory
■ On-Street Publ ic Parking ■ Off-Street Public Parking
• NCTD Transit Parking Private Parking
Additionally, the study analyzed the avai lability and use of the parking system du ring the peak
season . Resu lts determined that during the week, the Barrio and Beach Area neighborhoods pea k
during the evening period whi le the Village neighborhood peaks during the midday period. During the
weekend, the Barrio and Beach Area neighborhoods peak during the midday period, while the Village
neighborhood peaks during the evening peri od.
There are pockets of high demand where parking occupancy reaches effective capacity, leading to
difficulty finding parking in those areas. High-demand areas include on-street facilities west of the
railroad tracks, Village Faire parking lot, and on-street facilities in the Village center on Grand
Avenue, Carlsbad Village Drive, and State Street. However, the study revealed that the current and
future parki ng supply is adequate to meet demand if the parking system, as part of the larger
t ransportation system, is actively managed.
Given the adequate supply of pa rking within the parking system to meet current and future projected
parking demand, it is not recommended that the city invests in construction of additional parking
supply at this time. Rather, to address the observed parking demand imbalance and maxim ize the
efficient use of the parking system, the draft updated Parking Management Plan recommends that
the city implements a comprehensive Parking Management Program.
Page 1
1 .0 Introduction
This parking analysis covers the Carlsbad Village and Ca rlsbad Barrio neighborhoods, and the
adjacent coastal areas in the northwest part of the city, collectively referred to as the "study area." It
offers a report on the current conditions for the area covered in Carlsbad's Village, Barrio, and Beach
Area Parking Study -Parking Management Plan (CPMP). The c1,1rrently adopted CPMP, authored by
Kimley Horn in 2016, was followed by parking assessments in 2017, 2019 (both by Kimley Horn),
2021, and 2022 (both by CR Associates). Changes in California's Government Code, socio-economic
shifts, and parking inventory have led to variations in parking occupancy data compared to the PM P's
projections. Consequently, this 2023 revision will set the foundation for updating both the PMP and
the Carlsbad Village & Ba rrio Master Plan (VBMP).
Following the introduction, which describes the study area, presents t he inventory of parking supply,
and describes data collection methods, the report follows with chapters analyzing weekday and
weekend parking occupancy cond itions.
1.1 Project Study Area
Figu re 1.1 shows the geographic extent of the Study 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, f rom west to east. On-street public parking, and off-street public and private parking
supply within this area were inventoried and pa rking occupancies were collected and analyzed. This
Study Area encompasses a la rger territory than the VBMP 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 cu rb cuts and other restricted areas. To estimate supply where it was
unmarked, a length of 20 feet 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 we re consolidated to adjacent blocks. Parking supply along four lane
roadways, such as Carlsbad Boulevard (north-south) and sections of Grand Avenue (east-west) 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. The data displayed is summarized per block or parking lot.
Page 2
Pacific Ocean
□ Parking u • St dy Area
r:I --, I I L_.,
• 1 Station
Carlsbad Vil age b d Village Station
f Carls a 1/2 Mile Walkshed ram
·••••. ..... h Overlay Zone Beac
:· ·: Coastal Zone ·--· Neighborhoods
Barrio*
Beach Area
Village* *Village an
• St dy Area • 1 1 _ ProJect u Figure ·
Plan Area d Barrio Master
I• I
Holiday
Park
E' "' -0 <(
• NORTH
Page 3
Buena Vista ~
Lagoon 1 .
-27 L agulfa:dl
58 f
10
55 'b
Q 106 -~-.1l " ' ,G> ·d'
20°' :✓.
~ '{\
Pacific Ocean
# = 2023 Parking Supply
52 '\
6 ~~
'? ~
'I: ~~ 1,1-
§1-0
c,--t-·
~ (Previous Year Parking Supply -Parking Loss)
No Parking Due to Construction
# Off-Street Parking Inventory
Private Single Use or Residential
Figure 1.2 -Existing Parking Supply
118
184
Agua Hedionda
0
Holiday
Park
"
0.1
u V)
i§ "' ~
...
NORTH
0.2 Miles
Page 4
private residential parking and off-street parking properties with a single occupant (single use) were
accounted for when analyzing existing data for the report. However, they were not inventoried·or,
considered to contribute to the total parking supply of the study area because they are reserveq
exclusively for the users of the associated property. In addition to these parking lots not contributing
to the overall result of the study, many of the presented private lots are out of public reach and only
fun.ction under restricted access. Occupancy counts, later presented in the report, only accouflt for
the collected public parking and shared-use private parking. Table 1.1 summarizes the total paiking
supply within the study area (not including private residential parking and off-street parking
properties with a single use).
Table 1.1-Total Parking Supply
Parking Type Total
On-Street Parking
Off-Street Public Parking
NCTD Transit Parking
Total Public Spaces
Private Parking
Total Spaces
4,0471
783
5412
5,371
1,514
6,885
Source: CR Associates (2023)
There is an estimated tota l of 6,885 parking spaces. Out of the total parking spaces provided within
the study area, an estimated 5,371 are public parking spaces and approximately 75% of the public
supply is on-street. The remaining 1,514 spaces inventoried are private off-street parking spaces,
which account for 22% of the study area.
1.3 Parking Occupancy Data Collection Methods
Parking occupancy in the study area was collected on one weekday (Thursday, July 20, 2023) and
one weekend day (Saturday, July 22, 2023) during three time periods: morning (6 a.m. to 9 a.m.),
midday (10 a.m. to 1 p.m.) and evening (6 p.m. to 9 p.m.), similar to previously conducted studies.
Technicians collected parking occupancy in the field by driving through the study area with high-
resolution video equipment mounted to a vehicle. The video was rev iewed by technician supervisors
after each run to verify all the segments within the study area had been collected. Video footage was
processed in an office environment through an automatic license plate recognition (ALPR) program
and converted to occupancy counts for each unit of on-street parking. Off-street parking occupancy
was manually collected during the data collection process.
1 A reduction of 10 on-street parking spaces as a result of new red curbs. Additionally, a reduction of 65 on-street parking spaces as a
result of construction activities at Carol Place, east of Jefferson Street. However, the reduction of these 65 on-street parking spaces is
assumed to be temporary until the construction activities are completed.
2 It is important to note that there was a fence at the northern area of Parking Lot A, which accounts for 110 parking spaces. The inventory
was not reduced because the parking spaces are not removed, however, it was assumed that these 110 parking spaces were occupied.
Page 5
1.4 <;hanges in Parking Supply Due to Outdoor Dining
Curb Cates enhance business revenue by
expanding seating capacity within
adjacent streets (most commonly with in
parking stalls) and attracting more
customers. They contribute to vibrant
,• streetscapes, pedestrian activity,
improving the ambiance and encouraging
community interaction. Du ring the COVID-
19 pandemic, the city allowed businesses
to use private and public outdoor spaces
for dining and retail operations through
no-cost temporary permits. These permits
let businesses expand into private
properties like parking lots (with the
owner's consent), public pa rking spaces,
and public areas like sidewa lks. Temporary permits for public areas expired on February 28, 2023,
when the COVID-19 State of Emergency was declared over by Governor Newsom. However, permits
for private property areas were extended to January 2024 by the State of California. Businesses that
utilized public areas had until May 31, 2023, to either make their setups permanent according to the
Carlsbad Municipal Code or remove and restore the space to its original condition. Assembly Bill 61
from 2021 mandates local governments to reduce parking space requi rements, allowing businesses
to maintain their setups in private parking lots till the end of 2023. Once t he program expired,
existing Curb Cafe would have to fol low the regu lation in the Carlsbad Municipal Code (CMC). In
2021, there were a total of eight (8) Cu rb Cafes within the Village area, this number has since
reduced to fou r (4) permitted Cu rb Cafes within the Village area, with their respective pe rmit expi ring
between December 2023 and July 2024.
Curb Cafes and sidewalk cafes have been envisioned since at least 2012/2013 with the adoption of
the Curb Cafe pilot program (Ordinance 2013-061 & 2013-062). These were further explored and
included in section 2.6.5.A of the VMBP in 2017. As of July 2023, there are cu rrently 15 outdoor
dining spaces, out of wh ich five (5) are on private property, taking up 44 number of parking spaces.
The remaining fou r (4) outdoor dining areas are Cu rb Cafes, which use 20 on-street parking spaces.
Table 1.2 documents the quantity of parking supply removed from ci rculation to accommodate the
curb cafes.
Table 1.2 -Parking Spaces Used as Outdoor Structures
On-Street Parking
Private Parking
Total Spaces
Note:
Parking Type Total1
20
44
64
Source: CR Associates (2023)
1 Based on existing outdoor cafes as of November 7, 2023.
Page 6
•
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. Oocupancy by supply is the
conventional way of conceptual izing parking demand, where the occupancy percentage is attributed
to the source of pa rking (either the block or parking lot). Wh ile 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 parking supply that is
provided by many small sources of parking. The conceptua lization 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
perform ance measure to assess parking cond itions. Encou raging trip chaining (often ca lled 'Park
Once') is a parking demand management strategy employed in many urban settings.
To calcu late 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 feet) app roximates 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: 100% occupancy (maroon), 85.1%
to 99.9% occupancy (red), 70.1% to 85% (orange), 50.1% to 70% (yellow) and 50% or less (green).
Eighty-five percent occupancy is considered by the parking industry to be the threshold for when
parking is being utilized most efficiently, with the number striking a ba lance between maximizing
usage and having some spa re capacity. Locations symbolized in red are above that optimal
threshold and may be considered to have burdensome parking conditions.
The sections below describe weekday pa rking conditions initially by supply and then by destination,
for the morning, midday, and evening time inteNals.
Page 7
2.1 Occupancy by Supply
Morning (6 a.m. to 9 a.m.)
Figure 2.1 displays weekday parking occupancy for the morning period between 6 a.m. and 9 a.m. As
shown, occupancy is well below capacity in most parts of the study area. Most off-street parking and
private off-street parking were below half capacity. Table 2.1 summarizes public parking occupancy
by the three neighborhoods during weekday morning.
Table 2.1-Weekday Morning Publi c Parking Occupancy by Neighborhood
A P k" T Weekday Morning Weekday Morning
rea ar mg ype (2023) (2022)
On-Street Parking 65.9% 57.1%
Barri o Off-Street Public Parking 41.3% 41.3%
Total Public Parking 61.7% 54.1%
On-Street Parking 62.5% 61.7%
Beach Area Off-Street Public Parking 44.1% 38.8%
Total Public Parking 60.2% 58.9%
On-Street Parking 58.1% 53.2%
Vi llage Off-Street Public Parking 60.7% 59.4%
Total Public Parking 58.6% 54.1%
Off-Street NCTD Parking 47.2% 44.0%
Village (Other Parking Sources)
Off-Street Private Parking 41.4% 39.7%
Source: CR Associates (2023)
While neighborhood-wide parking occupancies were generally around 60%, some scattered locations
reached occupancies above 85%, with a few reaching 100% occupancy such as Oak Avenue,
between Jefferson Street and Harding Street and Chestnut Avenue, east of Harding Street. Most
segments that were heavily occupied were primarily in residential areas with the Barrio area and a
few along Ocean Street. Comparatively, higher parking utilization at this time was expected to occu r
in residential dominated areas and this was generally confirmed by the occupancies observed during
this period (65.9% on-street occupancy in the Ba rrio and 62.5% ori-street occupancy in the Beach
Area neighborhood). Res idential parking demand peaks at night and overnight, and this collection
period overl aps with the morning commute peak period, which is when residential parking demand
initiall y begins to decrease. Three public parking lots displayed occupancy greater than 85%,
including the Ocean Street Public Parking with full occupancy in the morning (3093 Ocean Street),
2630-2698 Garfield Street, and Village Faire east lot. The high parking occupancy at these public
parking lot are likely due to a combination of factors, including early morning recreational and
coastal usage at the Garfield Street and Ocean Street lots, and early morning activit ies (breakfast,
employees, Coasters) at the Village Fair east lot.
Compared to 2022, an overall increase in parking demand was observed throughout the study area,
with the most significant increase observed (from 38.8% to 44.1%) among off-street public parking in
the Beach Area neighborhood.
Page 8
Pacific Ocean
Buena Vista
Lagoon
Weekday Morning Occupancy
■ -100%
■ -85.1% -99.9%
= 70.1% -85%
= 50.1% -70%
■ -50% or Less
No Parking Due to Construction
Figure 2.1 -Weekday Parking Occupancy
Morning (6 .a.m - 9 a.m.}
\
V'l
-0 0 ~ E Cu
Holiday
Park
~~" ,,.
Agua Hedionda
0 0.1
....
NORTH
0.2 Miles
Page 9
Midday (10 a.m. to 1 p.m.}
Figure 2.2 displays weekday parking occupancy for the midday period between 10 a.m. and 1 p.m.
Occupancy du ring midday surges in the Beach Area neighborhood 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 up to 100% 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 a typical weekday midday.
Table 2.2 -Weekday Midday Public Parking Occupancy by Neighborhood
, A p k' T Weekday Midday Weekday Midday
rea ar mg ype (2023) (2022)
On-Street Parking 61.0% 55.8%
Barrio Off-Street Public Parking 50.0% 35.0%
Total Public Parking 59.1% 51.8%
On-Street Parking 79.0% 72.1%
Beach Area Off-Street Public Parking 93.1% 87.1%
Total Public Parking 80.8% 74.0%
On-Street Parking 79.2% 76.2%
Village Off-Street Public Parking 89.4% 88.6%
Total Public Parking 81.0% 78.2%
Off-Street NCTD Parking 57.8% 55.1%
Village (Other Parking Sources)
Off-Street Private Parking 67.1% 57.7%
Source: CR Associates (2023)
Commercial parking, which is confined mostly to the Village, begins to peak during business hours,
which overlap entire ly with the midday period. Off-street private parking occupancy increases to over
60% during weekday midday than weekday morning. Public parking occupancies (including NCTD
parking) throughout the Village exceed 50% during midday, with a few public parking lots located off
of Carlsbad Village Drive reaching 100% occupancy. Occupancies are even higher in the Beach Area
neighborhood. Both on-street and off-street see occupancy increases of 6.9% and 6%, respectively,
when compared to 2022.
Additionally, there was a slight 2. 7% occupancy increase in the off-street NCTD parking lots. Finally,
many on-street parking locations in the northwest portion of the study area (west of the LOSSAN rail
corrid or and north of Chestnut Avenue) reach occupancies higher than 85% and up to 100%.
Page 10
Pacific Ocean
Buena Vista
Lagoon
Weekday Midday Occupancy
■ -100%
■ -85 .1% -99.9%
= 70.1% -85%
= 50.1% -70%
■ -50% or Less
No Parking Due to Construction
Figure 2.2 -Weekday Parking Occupancy
Midday (10 a.m. - 1 p.m.)
,....Jaguna75r • • \
\ .,/\
\
\
Agua Hedionda
0
Holiday
Park
0.1
...
NORTH
0.2 Miles
Page 11
. Evening (6 p.m. to 9 p.m.)
Figure 2.3 shows weekday parking occupancy for the even ing period. The exhibit confirms the sharp
increase in off-street public pa rking demand in the Village, as numerous lots in the core of the Vil lage
are displayed at 1.00% capacity and an increase in on-street occupancy is displayed in the Beach
Area neighborhood. Table 2.3 summarizes weekday evening (6 p.m. to 9 p.m.) occupancies by
•· neighborhood along with the occupancies of the earlier periods to facilitate comparison. As shown,
neighborhood-widEr (Barrio, Beach Area and Village) occupancies overall increase from midday to
evening in the Barrio (59.1% to 70.8%), Beach Area (80.8% to 86.8%), and Village (81.4% to 77.7%).
The Village's on-street parking had a slight decrease from midday to evening, but the Village off-
street parking increased from 90.9% to 94.6%, which also is t he highest overall weekday public
parking occupancy by neighborhood ident ified t his year.
Barrio
Beach Area
Village
Village
(Other
Parking
Sources)
Table 2.3 -Weekday Public Parking Occupancy by Neighborhood (All Periods)
On-Street Parking 65.9% 57.1% 61.0% 55.8% 74.3% 73.5%
Off-Street Public 41.3% 4 1.3% 50.0% 35.0% 53.8% 53.8% Parking
Total Public Parking 61.7% 54.1% 59.1% 51.8% 70.8% 69.8%
On-Street Parking 62.5% 61.7% 79.0% 72.1% 89.2% 81.0%
Off-Street Public 44.1% 38.8% 93.1% 87.1% 69.4% 68.2% Parking
Total Public Parking 60.2% 58.9% 80.8% 74.0% 86.8% 79.4%
On-Street Parking 58.1% 53.2% 79.2% 76.2% 74.0% 69.4%
Off-Street Public 60.7% 59.4% 89.4% 88.6% 92.9% 91.9% Parking
Total Public Parking 58.6% 54.1% 81.0% 78.2% 77.3% 73.0%
Off-Street NCTD 47.2% 44.0% 57.8% 55.1% 69.8% 63.4% Parking
Off-Street Private 4 1.4% 39.7% 67.1% 57.7% 57.1% 45.1% Parking
Source: CR Associates (2023)
While commercia l-based pa rking demand tends to decl ine du ring this period, there are exceptions
for some businesses like dining and drinking establish ments, where the evening represents their
pea k demand period . The Beach Area 's parking supply continues to be in high demand, as many on-
street block occupancies reach 100% occupancy, and the occupancies of its off-street pa rking lots
remain well above 85% and up to 100%. Th is pe riod also captures increasing pa rk ing demand in the
residential areas to the east and south of the st udy area. This is consistent with the peak temporal
patterns of residential generated pa rking demand. Residential pa rking demand begins to pea k in the
evening and continues overnight. Except for the Beach Area, where resid ential 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 wit hout strain.
Page 12
Compared to 2022, the study area experienced an increase in parking demand, with the most
significant increase observed in the Beach Area, with 79.4% occupancy in 2022 increasing to 86.8%
occupancy in 2023.
Page 13
•
r
Pacific Ocean
Buena Vista
Lagoon
Weekday Evening Occupancy
■ -100%
■ -85 .1% -99.9%
= 70 .1%-85%
= 50 .1% -70%
■ -50% or Less
No Parking Due to Construction
Figure 2.3 -Weekday Parking Occupancy
Evening (6 p.m. - 9 p.m .)
Agua Hedionda
0
Holiday
Park
0.1
E' "' "O <(
~ NORTH
0.2 Miles
Page 14
2.2 Destination-Based Occupancy
Within urban settings such as the Village and Barrio, reliance on on-street parking and numerous
small-supply pa rking lots scattered in various locations is typical. When an area's collective parking
supply is composed of fragmented and scattered sou rces, it can often be difficult to conceptualize
how many parking spaces are within a close walking distance of specific destin~ions. 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 typica l street grid.
Since parking demand is typically not evenly distributed throughout a neigh borhood, this analysis will
also more effectively reveal hotspots within neighborhoods otherwise not captured by the
neighborhoodcwide sum marized occupancies. For example, within the Beach Area which had a
weekday morning occupancy neighborhood-wide of 31%, there are numerous destinations within the
neighborhood whe re the occupancy conditions experienced were much higher, in the 70.1% to 85%
and 85.1 to 99.9% ranges.
Figure 2.4 summarizes public parking su pply 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 th e preceding supply-based
occupancy exhibits, because those sources are not avai lable for the general use public pa rking and
thus their inclusion does not contribute to an accurate representation of visitor public pa rking
availability.
Morning (6 a.m. to 9 a.m.}
Figure 2.5 shows the parking occupancy within 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 pa rking and lower demand for parking (70% or less). The parts of the study
area where occupancy is the highest (50% or higher) were in the Barrio residential areas with higher
residential densities (east of LOSSAN rail corridor). Commercial and si ngle-family residential
concentrated areas were generally unburdened during this period.
Midday (10 a.m. to 1 p.m.}
Figure 2.6 shows the parking occupancy within 1/8 mile of each destination inside the study area
during the midday period. Parking occupancies exceed 85% during th is period within some parts of
the Beach Area, primarily along Ocean Street and portions of Carlsbad Boulevard. Approximately half
of the destinations in the Village along Carlsbad Village Drive, Grand Ave nu e, and Oak Avenue
reaching capacities greater than 85%. Overall, a significant increase in demand when compa red to
2022. Parking demand in primarily residential portions to the south and east of the study area range
between 50% and 70%, with an 85% and greater area located along Magnoli a Avenue in the Barrio.
Page 15
....
Pacific Ocean
Buena Vista
Lagoon
Public Parking Supply within 1/8 Mile
■ 301 -384
■ 251 -300
■ 201 -250
■ 151 -200
■ 101 -150
51 -100
1-1 s -50 c__,
0 Destination
D Off-Street Public Parking
Figure 2.4 -Public Parking Supply within 1/8 Mile from Destinations
(Excluding NCTD Parking)
Agua Hedionda
0
V,
"O ~ E w
Holiday
Park
0.1
...
NORTH
0.2 Miles
Page 16
Pacific Ocean
Buena Vista
Lagoon
Weekday Morning Occupancy
■ 100%
■ 85 .1% -99.9%
70 .1% -85%
50.1% -70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 2.5 -Weekday Parking Occupancy by Destination
Morning (6 a.m. - 9 a.m.)
Agua Hedionda
0
Holiday
Park
0.1
..
NORTH
0.2 Miles
Page 17
Pacific Ocean
Buena Vista
Lagoon
Weekday Midday Occupancy
■ 100%
■ 85.1% -99.9%
70.1% -85%
50.1% -70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 2.6 -Weekday Parking Occupancy by Destination
Midday (10 a.m. - 1 p.m.)
Agua Hedionda
0
Holiday
Park
0.1
....
NORTH
0.2 Miles
Page 18
Evening (6 p.m. to 9 p.m.}
Figure 2.7 shows the parking occupancy within 1/8 mile of each destination inside the study area
during the evening period. Parking demand during this period is the highest of the three weekday
periods observed. Parking occupancy is greater than 85% throughout much of the Beach Area, with
100% occupancy congitions clustered between Grand Avenue and Oak Avenue. Parking occupancy
increases in the Barrio neighborhood-wide by 11. 7% from midday to evening. As shown, some areas
within the Barrio (along Magnolia Avenue-Roosevelt Street junction) reach 100% occupancy
conditions, while some areas within the Ba rrio Perimeter 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 pa rking 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 surround ing blocks.
When compa red to 2022, the Barrio and Beach Area neighborhoods experience the greatest
increase in parking demand. 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 pa rking occupancy within
1/8 mile during the three weekday time periods. As shown, the evening period is the peak
throughout most of the study area. The morning period is the peak period north of the study area
along Laguna Drive and to the south along Tamarack Avenue in the Barrio Area, while the midday
period is the peak period predominantly in the Village Area, predominantly along Carlsbad Village
Drive and Jefferson Street.
While the Beach Area peaks during midday and in the evening with occupancies above 85% for many
destinations. Multiple destinations within the Village core also peak in the evening, with many of
these destinations reaching 85% occupancy.
Page 19
o·
Pacific Ocean
Buena Vista
Lagoon
Weekday Evening Occupancy
■ 100%
■ 85.1% -99.9%
70.1%-85%
50.1% -70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 2.7 -Weekday Parking Occupancy by Destination
Evening (6 p.m. - 9 p.m.)
Agua Hedionda
0
Holiday
Park
0.1
• NORTH
0.2 Miles
Page 20
Pacific Ocean
Weekday Peak Period
Morning
Midday
Evening
Buena Vista
Lagoon
• Multiple Periods >85% Occupancy
• Peak >85% Occupancy
D Off-Street Public Parking
Figure 2.8 -Weekday Peak Period
'-~-;-
::,. --,:. , , . / ' " , :~>
Agua Hedionda
0
V)
" 0 ~ E uJ
Holiday
Park
0.1
• NORTH
0.2 Miles
Page 21
3.0 Weekend Parking Occupancy
3.1 Occupancy by Supply
Morning (6 a.m. to 9 a.m.)
Figure 3.1 shows the weekend parking occupancy for the morning period. Occupancies are generally
below half throughout the study area. Table 3.1 summarizes public parking occupancy by
neighborhood for the weekend morning period.
Table 3.1-Weekend Morning Public Parking Occupancy by Neighborhood
. Weekday Morning Weekday Morning
Area Parking Type (2023) (2022)
On-Street Parking 70.8% 66.9%
Barrio Off-Street Public Parking 42.6% 42.6%
Total Public Parking 65.9% 62.3%
On-Street Parking 69.3% 67.4%
Beach Area Off-Street Public Parking 71.8% 71.2%
Total Public Parking 69.6% 67.8%
On-Street Parking 48.3% 44.1%
Village Off-Street Public Parking 56.2% 59.7%
Total Public Parking 49.7% 46.6%
Off-Street NCTD Parking 51.8% 44.4% Village (Other Parking Sources)
Off-Street Private Parking 35.0% 34.5%
Source: CR Associates (2023)
Morning occupancies neighborhood-wide in the Barrio and Beach Area neighborhoods are 65.9%
and 69.6%, respectively, which for both areas represent an increase of 4.2% and 9.4%, respectively,
when compared to its weekday morning occupancy, while for the Vi llage Area represents a decrease
of 8.9% when compared to its weekday morning occupancy.
There are a few scattered blocks with higher occupancies within the Barrio and Beach Area
neighborhoods with a few segments on the eastern portion of Pine Avenue reaching occupancy
higher than 85% and up to 100%. Some reasons behind this have to do with residential parking
demand tends to peak at night/overnight and is low turnover, on weekends fewer people work which
means residual demand from overnight is expected to linger deeper into the weekend morning
collection period. The 3093 Ocean Street parking lot reaches 100% occupancy once again during
this period, reflective of beach-related parking demand.
The decrease in weekend morning parking demand within the Village during this time is expected, as
it is off-peak for most retail establishments, with only the Village Faire parking lot experiencing a
demand greater than 50%. On-street parking occupancy increased in all areas when compared to
2022 data, while off-street parking occupancy stayed the same or decreased slightly. However,
overall, the study area experienced a slight increase in parking demand when compared to 2022
data.
Page 22
Pacific Ocean
Buena Vista
Lagoon
Weekend Morning Occupancy
■ -100%
■ -85.1% -99.9%
70.1% -85%
50.1% -70%
■ -50% or Less
No Parking Due to Construction
Figure 3.1 -Weekend Parking Occupancy
Morning (6 a.m. - 9 a.m.)
'll .. W. \ ~ \
"~\J '
•~.s-~
'l \
'·, \ \ .
\
~-.,,,
/ "'
\
,,.,
• 'K'>'-
w-"
\ .
Agua Hedionda
0
V1
"O 0 ~ E w
Holiday
Park
0.1
....
NORTH
0.2 Miles
Page 23
.. •
Midday (10 a.m. to 1 p.m.)
Figure 3.2 shows the weekend Poarking occupancy. Table 3.2 summarizes pu 61ic pa rking occupancy
by neighborhood for the weekend midday period . Parking demand sharply increases across the study
area, with the highest increase observed at the Village Area (28.6% increase) when compared to t he
morning period.
Table 3.2 -Weekend Midday Public Parking Occupancy by Neighborhood
A . T, Weekend Midday Weekend Midday rea Parking ,ype (2023) (2022)
On-Street Parking 80.8% 63.7%
Barrio Off-Street Public Parking 81.7% 30.0%
Total Public Parking 80.9% 57.2%
On-Street Parking 90.9% 86.2%
Beach Area Off-Street Public Parking 100.0% 98.8%
Total Public Parking 92.1% 87.7%
On-Street Parking 75.3% 70.3%
Village Off-Street Public Parking 90.9% 94.3%
Total Public Parking 78.1% 74.1%
Off-Street NCTD Parking 69.8% 59.7%
Village (Other Parking Sources)
Off-Street Private Parking 63.6% 49.5%
Source: CR Associates (2023)
More public parking lots experience fu ll occupancy du ring this period, with the majority being on the
Village area. Pa rking demand t hroughout the Ba rrio Area experiences an increase when compared to
the weekday period, with more on-street segments having occupancy greater than 70%, specifically
along Ha rding Street, Pine Aven ue, and Chestnut Avenue.
Additionally, the increase in on-street pa rking demand within the Vil lage and Beach Area
neighborh oods at blocks west of the LOSSAN rail corridor reach 85% or greater and up to 100%
capacity along Ocea n Street, Oak Avenu e, and t he public parking lots off of Grand Aven ue and
Carlsbad Vill age Drive.
Page 24
r
Buena Vista
Lagoon
~·-~~~~~~1~fr{~~ffi-r1'1';1~~1]1[.. ~A • ' ''oo,
Pacific Ocean
d Midday Occupancy Weeken
■-100%
■ -85 .1% -99.9%
= 70.1%-85%
=== 50 .1% -70%
■ -50% or Less
to Construction No Parking Due
• 0 cupancy d Parkmg c 2 -Weeken Figure 3. m -1 p.m.) Midday (l0 a. .
\\ \ \
Holiday
Park
,...,
-~~ . _,,✓ 4 /
~we .
V '~; ' '% . \. ~
-" "' \ \ . \, .. •.
1,->' ••• "" ~ /~e; .. C: • . . 'W',.z,;
Agua Hedionda
0 0.1
• NORTH
0.2 Miles
Page 25
Evening (6 p.m. to 9 p.m.)
Table 3.3 summarizes weeke0d even ing (6 p.m. to 9 p.m.) occupancies by neighborhood along with
the occupancies of the earlier periods to facilitate comparison. As shown, neighborhood-wide
occupancies in the Beach Area surpass the 85% threshold. Village on-street and off-street
occupancies also peak, reach ing over 80% (82.4%) with off-street public parking occupancy over
95% (96.1%). The noticeable spike in utilization of NCTD parking 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 70.8% 66.9% 80.8% 63.7% 70.5% 69.9%
Barrio Off-Street Public 42.6% 42.6% 81.7% 30.0% 70.2% 43.5% Parking
Total Public Parking 65.9% 62.3% 80.9% 57.2% 70.4% 64.9%
On-Street Parking 69.3% 67.4% 90.9% 86.2% 90.9% 91.9%
Beach Area Off-Street Public 71.8% 71.2% 100.0% 98.8% 100.0% 81.2% Parking
Total Public Parking 69.6% 67.8% 92.1% 87.7% 92.0% 90.5%
On-Street Parking 48.3% 44.1% 75.3% 70.3% 79.4% 80.0%
Vi llage Off-Street Public 56.2% 59.7% 90.9% 94.3% 94.5% 97.7% Parking
Total Public Parking 49.7% 46.6% 78.1% 74.1% 82.1% 82.8%
Vill age Off-Street NCTD 51.8% 44.4% 69.8% 59.7% 78.7% 86.0%
(Other Parking
Parki ng Off-Street Private 35.0% 34.5% 63.6% 49.5% 53.1% 48.8% Sources) Parking
Source: CR Associates (2023)
The neighborhood-wide evening weekend peaks for each neighborhood were higher in magnitude
than their weekday peaks, except for the following:
• Barrio -slightly decreases from 70.8% during the evening weekday peak to 70.4% during
the evening weekend peak.
• Village -decreases from 58.6% during the morning weekday peak to 49.7% during the
morning weekend peak and from 81.0% during the midday weekday peak to 78.1% during
the midday weekend peak.
Figure 3.3 displays weekend pa rking occupancy for the evening period between 6 p.m. and 9 p.m.
During this period, parking occupancy is high throughout the Beach Area and Vi llage. 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 close to 80%, and utilization increases overall when compared to all three weekday peaks. These
parking lots, generally reserved for NCTD commuters, absorb some of the parking demand in the
Village during the weekend evenings.
Page 26
Pacific Ocean
Buena Vista
Lagoon
Weekend Evening Occupancy
■ -100%
■ -85.1%-99.9%
70.1% -85%
50.1% -70%
■ -50% or Less
No Parking Due to Construction
Figure 3.3 -Weekend Parking Occupancy
Evening (6 p.m. - 9 p.m.)
\
\ \ \
\' \,
,~'-
1:t,0
<n
7:, 0 ~ E ill
Holiday
Park ,
\,.,, ',,, \ Q; <\
\ ~
~
,.e
• c;
':iP"z,;
\
Agua Hedionda
0 0.1
....
NORTH
0.2 Miles
Page 27
3.2 Destination-Based Occup~cy
Morning (6 a.m. to 9 a.m.)
Figure 3.4 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 50% occupancy, with the core of the residential areas in the Barrio displaying between 50.1%
and 85% occupancy, and some locations along Magnolia Avenue-Roosevelt Street with greater than
85% occupancies. In the Beach Area near the intersection of Oak Avenue and Ocean Street, some
destinations display occupancies of 50.1% to 85% and greater.
Midday (10 a.m. to 1 p.m.)
Figure 3.5 shows the parking occupancy within 1/8 mile of each destination inside the study area
during the midday period. Within much of the Beach Area (almost its entirety), occupancy conditions
are greater than 85%. The Vi llage core also shows high occupancies, clustered around Roosevelt
Street and Grand Avenue. While in the Barrio Area occupancies along the properties fronting the
LOSSAN rail corridor are between 70% and 85%, and some properties to the east along Harding
Street and to the south along Tama rack Avenue are at 85% or greater and up to 100% occupancy.
Evening (6 p.m. to 9 p.m.)
Figure 3.6 shows the pa rk ing occupancy with in 1/8 mile of each destination inside the study area
during the evening period. During this period, the vast majority of the destinations west of the
LOSSAN rail corridor between Beech Avenue and Tamarack Avenue experience an occupancy higher
than 85% and up to 100%. The Village's cluster of 85% occupancy during weekend midday along
Grand Avenue and Carlsbad Vi llage increases in cove rage in the weekend evening, and the cluster of
destinations with 50% occupancy or above within the Barrio Area along Roosevelt Street and
Magnolia Avenue, present during the weekend midday period, decreases to 50% or less du ring the
weekend evening period.
Overall, the study area experienced an increase in parking occupancy during the weekend when
compared to the data presented in the 2022 report, with the most significant increase observed in
the Barrio Area, with 57.2% occupancy in 2022 increasing to 80.9% occupancy in 2023 as indicated
in Table 3.3.
Temporal Peak by Destination
Figure 3.7 shows the peak park ing period of each destination based on its parking occupancy within
1/8 mile during the three weekend time periods. As shown, the even ing period is the peak within
large portions of the study area analyzed, as was the case during the weekday. While the previous
section pointed out the peak demand's magnitude 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 28
..
Pacific Ocean
Buena Vista
Lagoon
Weekend Morning Occupancy
■ 100%
■ 85.1% -99 .9%
■ 70.1% -85%
50.1% -70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 3.4 -Weekend Parking Occupancy by Destination
Morning (6 a.m. - 9 a.m.)
Agua Hedionda
0
Holiday
Park
0.1
• NORTH
0.2 Miles
Page 29
Pacific Ocean
Buena Vista
Lagoon
Weekend Midday Occupancy
■ 100%
■ 85.1% -99.9%
70.1% -85%
50.1% -70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 3.5 -Weekend Parking Occupancy by Destination
Midday (10 a.m. - 1 p.m.)
Agua Hedionda
0
Holiday
Park
0.1
.
0.
E "' -0 <(
...
NORTH
0.2 Miles
Page 30
Pacific Ocean
Buena Vista
Lagoon
Weekend Evening Occupancy
■ 100%
■ 85.1% -99.9%
70.1% -85%
50.1% -70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 3.6 -Weekend Parking Occupancy by Destination
Evening (6 p.m. - 9 p.m.)
Agua Hedionda
0
Holiday
Park
0.1
.;,
§ "' -,:, <,:
...
NORTH
0.2 Miles
Page 31
Pacific Ocean
Buena Vista
Lagoon
Weekend Peak Period
Morning
•
•
□
Midday
Evening
Multiple Periods >85% Occupancy
Peak >85% Occupancy
Off-Street Public Parking
Figure 3.7 -Weekend Peak Period
Agua Hedionda
0
Holiday
Park
0.1
...
NORTH
0.2 Miles
Page 32
4.0 Parking Duration
Parking turnover is the typical duration vehicles stay parked in between trips. Turnover was
estimated for the study area with the aid of ALPR technology applied to video footage used to collect
parking occupancy. An ALPR machine reads the license plates of parked vehicles from the video
footage that was used for parking occupancy collection and generates a geographically referenced
data record for each parked vehicle coded by their vehicle make, model, and license plate. Due to
the long periods of time necessary to complete a round of data collection in the entire study area ,
this is the most precise average parking duration that can be estimated. These records were post-
processed for every time period (morning, midday, and evening), so that the data generated for every
period was attributed to the common identification record of a parked vehicle. Each parked vehicle's
duration of stay was estimated by counting the number of times that vehicle was captured in the
data collection. The estimated duration a vehicle was parked for was determined by the length of
time between data co llection periods. For example, a vehicle captured in the morning, midday, and
evening periods is parked for 12 hours or more. A vehicle captured during the midday collection (10
a.m. - 1 p.m.) but not observed during the evening collection (6 p.m. - 9 p.m.) would have a parking
duration of less than 6 hours.
Each parked vehicle's duration was then summarized to the neighborhood (Barrio, Village, or Beach
Area) where it was parked to estimate the average duration for a given neighborhood. This approach
and resulting summarization would have missed any instances where a vehicle arrived and departed
in between an interval (i.e., between 1 p.m. and 6 p.m.) of data collection without detection. These
undetected trips (theoretically between zero and five hours in length), if they were captured, would
have lowered the measured average duration of stay. In recognition of the bias, this summary is
considered the average duration of stay for vehicles observed.
It is important to note that the parking duration data collected was generalized and secured to
ensure privacy, and it will not be used for any purposes other than illustrating pa rking duration
information.
Page 33
4.1 Existing Weekend Parking Duration
The previous chapters establish that parking occupancy was significantly higher on weekends. Given
weekend parking occupancy was of a significantly higher magnitude than weekday parking
occupancy, this section focuses on weekend parking as it was sufficient alone to represent the
existing conditions W0'6t-case scenario for parking need. This was confirmed in Figure 4.1 through
Figure 4.3, the respective peak conditions for weekday and weekend parking which show there are
far more destinations with high parking occupancy (greater than 85%) in the surrounding area on the
weekend compa red to weekday. Also, parking occupancy in the entire study area is generally higher
for most observation periods on the weekends.
Barrio Neighborhood
In the Barrio neighborhood, 23% of the veh icles observed to utilize on-street parking (vehicles
observed) park 12 hours or more from the morning to the evening periods, indicative of the mainly
residential development in that neighborhood as well as schools, and commercial establishments
present. Additionally, 25% of vehicles observed park during the midday period and leave prior to the
even ing (less than 6 hours) and 19% of vehicles observed park for the first time during the evening.
Figure 4.1 -Average Length of Stay at Barrio Neighborhood for On-Street Facilities
Midday to Evening
(6 Hours or More)
b==-=-t
{less than 6 Hours)
Morning Only
(Less than 4 Hours)
Mornfng to Midday
(4-7 Hours)
Morning to Evening
(12 Hours or More)
In the Village neighborhood, morning parking is less than half (19%) of that observed in the Barrio
neighborhood, with only nin e percent of the vehicles observed park all day (12 hours or more). This is
an indicative of the primarily commercial land uses which peak during the midday and even ing
periods. Additionally, 31% of the vehicles observed park during the midday period and leave prior to
the even ing, and 43% pa rk for the first time in the evening. Th ese trends are indicative of the mixed-
use nature of the Village neighborh ood, with most users utilizing on-street parking during midday or
in the evening which coincides with the commercial business hours.
Page 34
' •
0
Figure 4.2 -Average Length of Stay at Village Neighborhood for On-Street Facilities
Evening
(First Time Capture)
9%
Midday to Evening
(6 Hours or More)
Beach Area Neighborhood
Morning Only
{Less than 4 Hours)
Morning to Noon
{4-7 Hours)
Morning·to Evening.
(12 Hours or More)
In the Beach Area neighborhood, a similar trend exists, with less than 25% of the vehicles observed
park in the morning out of which ten percent park all day. Additionally, 30% of the vehicles observed
park durin g the midday period and leave before 6 p.m. (less than 6 hours) and 37% of the vehicles
observed park for the first time in the evening. The midday parking durations in the Beach Area
neighborhood and Village neighborhood are almost identical, likely due to their shares of mixed-use,
commercia l, and retail land uses. Where the two neighborhoods contrast is between evening and
morning parking duration, with the Beach Area neighborhood having longer durations in the morning
due to the higher density of residential land uses in that neighborhood.
Figure 4.3 -Average Length of Stay at Beach Area Neighborhood for On-Street Facilities
Evening
(First Time Capture)
Midday to Evening
(6 Hours or More)
Page 35
Morning Only
(Less than 4 Hours)
Morning to Evening
(12 Hours or More)
The figures presented above depict varying parkin_g demands across the study areas. In the Barrio
neighborhood, the parking behavior aligns with its predominantly residential nature, as evidenced by
the 51% of users who park for 4 hours or more. In contrast, the Village and Beach Area
neighborhoods see only about 20% of users parking for this duration. This percentage suggests a
balanced relationship between parking demand and turnover. Nonetheless, a notable portion of
users in the Village and Beach Ar~a neighborhoods arrive during the evening, likely attracted by the
,. •• area's bustling dining scene and scenic coastal ambiance. To ensure parking availability in these
high-demand areas, further parking management measures should be implemented and
incorporated into the updated parking management plan.
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