ATTACHMENT 10-1
Attachment 10
2 TABLE OF CONTENTS
Introduction ................................................... 3
1. Project Overview ..................................... 4
2. Existing Conditions ................................. 8
3. Parking Management Principles ........... 10
4. Parking Management Strategies ........... 13
5. Analysis and Survey ............................... 19
6. Parking Management Revenue Policy .. 26
7. Infrastructure ......................................... 28
8. Implementation ..................................... 30 ATTACHMENT 10-
ATTACHMENT 10-3
INTRODUCTION
The Burbank City Council directed staff to develop and implement an on-street paid parking management plan for the Downtown Burbank area surrounding San Fernando Boulevard at the October 24, 2023, City Council meeting. This document will provide an in -depth examination of how on-street paid parking (i.e., parking near the curb) can be managed and implemented.
This report will include:
• A high-level project overview
• A review of the existing parking conditions in Downtown Burbank • A discussion of the parking management strategies
• Comparable City parking survey and study
• Infrastructure options
• Implementation overview
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1. PROJECT OVERVIEW
Increased resources for public parking in Downtown Burbank will help improve the experience of those who visit the area by car and will support the Downtown business community by making it easier for customers to visit these shops and restaurants. The goals of the parking management strategies include:
1. Ensure customers can reliably find parking within walking distance of their destination.
Currently, on-street parking in Downtown Burbank is fully occupied for most hours of the day, which makes it inconvenient for visitors to find parking that is convenient to their final destination s. Even though there are approximately 6,000 parking spaces available for Downtown Burbank visitors, the lack of available convenient parking gives the perception that there is lack of parking in that area.
2. Increase access to businesses by ensuring turnover of parked cars.
Because on-street parking is heavily utilized, customers are not able to access certain Downtown Burbank businesses that rely on quick “in -and-out” trips, such as coffee shops, quick -serve restaurants, and other convenience -based businesses. Ensuring parking turnover of these prime parking spaces will provide increased access to these businesses, while shifting long -term parking to nearby lots and parking structures.
3. Reduce emissions and lessen traffic congestion from drivers circling in search of parking.
Studies of commercial districts like Downtown Burbank suggest that a significant percent of vehicle trips in these areas are due to drivers hunting for parking spaces.
Managing on-street parking so that a few spaces per block are always free will reduce vehicle trips, improve congestion, and reduce carbon emissions.
Figure 1. Downtown Burbank Parking Management Goals
Help customers reliably find
parking within walking
distance of their destinations
Increase access to businesses
by ensuring turnover of
parked cars
Reduce emissions and lessen
traffic congestion from drivers
circling in search of parking
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The City of Burbank will begin managing on-street parking with price in a select area of Downtown Burbank. The streets that have paid parking are (also known as a parking meter zone):
• San Fernando Boulevard between Magnolia Boulevard and Angeleno Avenue • Magnolia Boulevard between First Street and Third Street • Palm Avenue between San Fernando Boulevard and Third Street • Orange Grove Avenue between First Street and Third Street • Olive Avenue between First Street and Third Street
The City will set the initial fee at two dollars ($2 .00) per hour. The parking fee may be changed to meet an 80% occupancy goal. An 80% occupancy goal ensures that one to two parking spaces per block are available to those who might want them. Occupancy surveys can be conducted to determine if prices should rise or fall.
Time limits will also change to a uniform two hours across the entire parking meter zone.
The paid parking hours will be from 8:00 am to 12:00 am (midnight), every day.
Parking customers will have two ways to pay:
1. Multi-space kiosks. Each block within the parking meter zone will have at least one parking kiosk. These kiosks will accept coins and all major credit cards as payment.
2. Mobile payment application. The City will be partnering with a vendor to provide a mobile payment option. Customers will be able to pay on a mobile app, on a mobile browser, or text to pay. An Interactive Voice Response (IVR) phone number will also be provided for drivers without a smartphone to pay over the phone.
To pay for parking, customers are required to enter their license plate number, zone number, and duration of their parking session. The vehicle’s license plate number shall serve as the permit (permit -by-plate) and will be verified using license plate recognition (LPR) by parking enforcement.
A parking operator will be hired to provide parking management services on behalf of the City. The parking operator will install and maintain the parking kiosks, collect parking fees, provide customer service support, and conduct parking enforcement. Parking enforcement will use license plate recognition (LPR) technology currently employed by the Burbank Police Department. LPR is an advanced parking technology which uses specialized cameras mounted on parking enforcement vehicles to read license plates as the officer drives along.
The license plate is scanned and the numbers on the plate are automatically referenced against the parking database to verify a valid permit.
The governing authority of parking management is included in a new ordinance that adds a new section to Title VI of Burbank’s Municipal Code. Four new fees are also added and are included in the Burbank Fee schedule. Two fees are citations for not paying for parking, the parking fee , and a requirement that valets in parking meter zones pay the applicable parking meter rate.
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This effort was led by the Community Development Department’s Transportation Division, with significant input and collaboration from the Burbank Police, Information Technology , Public Works, Finance, City Treasurer, and the City Attorney’s Office.
Burbank2035 General Plan Consistency
The Burbank2035 General Plan Mobility Element identifies parking management as an important goal for the City to achieve its broader transportation and land use goals. Goal #7 of Burbank2035 strives to provide “…public and private parking facilities [that] are well managed and convenient” and identifies several supportive policies that call for better parking management to improve convenience, increase utilization, and promote non - motorized travel. The Burbank 2035 General Plan also calls for the City to implement parking management as a means to improve parking in Burbank.
In the Greenhouse Gas Reduction Plan, adopted in 2022, Strategy T-4 is related to parking.
The strategy is to implement the parking management as identified in the Burbank2035 General Plan Mobility Element and the City Council’s six Parking Management Principles.
Strategy T-4.1b states “By 2025, implement the City’s six Parking Management Principles in the Burbank Center Plan area. This would include: Pricing all public parking (streets and structures) so that at least 20 percent of parking supply (one or two spaces per block) is available at any time of day. ” These parking management strategies are consistent with the long-term vision that is outlined in the Burbank2035 General Plan, Greenhouse Gas Reduction Plan, and upcoming specific plans.
Recent State Legislation
Recent State laws will impact Burbank’s parking management strategies. For instance, approved in September 2022, Assembly Bill (AB) 2097 is a recent State law that “prohibits a public agency from imposing any minimum automobile parking requirement on any residential, commercial, or other development project, as defined, that is located within 1/2 mile of public transit, as defined.”
(https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB2097).
AB 2097 means that any new development in Downtown Burbank would not be required to meet any local parking requirements , as Downtown Burbank is public transit dense . As a result, f uture development would then rely on existing City infrastructure such as parking garages and parking lots to support new residents and visitors coming into Downtown.
Implementing new parking management strategies will help better manage City’s infrastructures today and the future.
Figure 2 provides a timeline of the yearlong effort for this project and staff anticipates implementation to be Spring 2025.
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Figure 2. Timeline
City Council
October
2023
Research &
Draft
Regulations
Outreach
Summer
2024
City Council
Meeting
November
2024
Implement
Spring 2025
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2. EXISTING CONDITIONS
Downtown Burbank has 2,290 public on-street spaces and 3 ,367 off-street spaces in public garages and parking lots. In addition, the Burbank Town Center has thousands of off -street parking spaces. Despite this, Downtown San Fernando Boulevard and the streets surrounding it are consistently full of parked cars.
On-street management options are restricted by existing City code to time limits, which vary throughout the parking meter zone. The bulk of the parking meter zone has 90 -minute time limits, while other parts of the zone have 60 -minute or two-hour time limits. No fees are currently charged for on -street parking in Downtown Burbank. The time limits are enforced during varying time frames, but the most common enforcement window is 9 :00 am to 9 :00 pm. No parking is allowed from 3:00 am to 5:00 am every day.
Table 1 provide s general demographics about Downtown Burbank and parking. Based on the 2023 Downtown Burbank Property Based Business Improvement District (PBID) Annual Report, there are 4.1 million visitors going to Downtown Burbank. This implementation would impact 145 on-street parking spaces.
Table 1. Downtown Burbank Demographics and Parking Information
DEMOGRAPHICS
Total Population in the City 103,936
Total Daytime Population in the City (per day) Double City Total Population
Number of Annual Visitors in Downtown Burbank (2023) 4.1 million Number of Businesses in Downtown Burbank 600+
Number of Hotel Rooms in Downtown Burbank 1,029
Number of New Housing Units in Downtown Burbank 848+
PARKING
Number of Parking Spaces in Downtown Burbank
5,640
(3,350 off-street)
(2,290 on-street)
Not including private
parking
Number of Parking Structures/Lots Owned by the City and Parking Authority 14
Number of On-street Parking Spaces in Downtown Burbank
(Proposed Implementation) 145
Source: 2023 Property Based Business Improvement District Annual Report and 2019-2020 Downtown Burbank Parking Study Conducted by Walker Consultants.
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Public Parking Structures and Lots in Downtown Burbank
The public parking structures in Downtown Burbank also have varying time limits. . The hours range from two to four hour limits. Customers seeking to park longer than the time limits in the structures can purchase daily permits from the Community Services Building for $6 per day, or monthly permits for $67 per month. No parking is allowed from 3 :00 am to 5:00 am, every day.
Table 2. Downtown Public Parking Structures and Lots
(Not Including On-street Spaces)
Structure Name and Address Lot or Structure
Number of
Parking
Spaces
Lot B – City Hall
280 E. Orange Grove Avenue Lot 57
Lot D – Community Services Building
327 E. Olive Avenue Lot 149
Lot E – Library Lot
335 E. Olive Avenue Lot 57
Lot F – Behind the Deli
265 E. Orange Grove Avenue Lot 21
Lot J – First Street
100 E. Olive Avenue Lot 30
Lot L – Behind the B of A
149 E. Angeleno Avenue Lot 54
Lot Q – Police/Fire
357 E. Orange Grove Avenue Lot 175
Structure A - Orange Grove Parking Structure
133 E. Orange Grove Avenue Structure 490
Structure G - City Hall
250 E. Orange Grove Avenue Structure 304
Structure H - Cusumano
120 E. Orange Grove Avenue Structure 453
Structure M - Courthouse
301 E. Angeleno Avenue Structure 489
Structure N - Gangi
255 E. Palm Avenue Structure 481
Structure R - Village Walk
201 E. Angeleno Avenue Structure 120
Structure S - The Collection
250 N. First Street Structure 487
Total 14 3,367
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3. PARKING MANAGEMENT PRINCIPLES
Burbank once had paid parking. Parking meter zones were established in 1960 and meter zones remained in Burbank until the City Council requested their removal in 1976. The meters were eliminated in 1977.
After the meters were removed, Burbank constructed several parking structures to accommodate Downtown’s increased parking demand. The structure straddling Orange Grove Avenue next to City Hall was built in 1977, the Orange Grove Structure was built in 1991, and the Courthouse structure was built in 1996. Furthermore, the City’s Parking Authority was created in part to finance, construct, and maintain some of the Downtown Burbank parking structures.
Over the last 25 years the City studied Downtown Burbank parking three times: in 1999, 2004, and 2015. The Downtown Burbank Metrolink station was also studied in 2017. These studies revealed that Downtown Burbank generally has sufficient parking, but that certain areas near the core commercial district are often
used to capacity while outlying lots remain
generally open. More broadly, however, these
studies recommended a need to manage
parking more effectively to improve availability
and operation. In 2019, the City Council
adopted a set of six Parking Management
Principles to guide the development of parking
management in Burbank. These six principles
are described below:
1. Protect Single Family Parking
The City Council has identified protecting
single family neighborhoods as a top priority
in the City’s policymaking, and protecting
single family parking supports that priority.
Residential street parking should be
reserved for residents on those streets and
their visitors, particularly if these parking
spaces will be needed to support new
housing in single family neighborhoods from
CITYWIDE PARKING
MANAGEMENT PRINCIPLES
ATTACHMENT 10-11
new Accessory Dwelling Units, which are not required to provide parking if located near transit.
Protecting single family parking also requires more efficient enforcement to ensure the parking is protected, and also requires streamlined permitting to make permit administration more convenient. Protecting single family parking also indirectly supports the economic viability of adjacent commercial businesses by removing the inherent competition between residential and commercial parkers in these areas. To that end, limited residential parking could be assigned responsibly to employees of nearby businesses and still provide overall protection.
2. Increase Parking Availability
In places where parking demand is high, increasing its availability is required. This does not necessarily require the construction of expensive new parking, but should instead involve improving regulation of existing parking to ensure efficient turnover, spread the demand for parking away from core areas, simplify enforcement to improve effectiveness, and improve information to drivers on where parking is available.
Improving availability through regulation and better information will also reduce the congestion caused by drivers hunting for parking, particularly in high -demand areas like San Fernando Boulevard in Downtown Burbank
3. Leverage Underused Private Parking
Burbank’s zoning regulations require each commercial and residential property provide its own supply of parking, based on requirements that allow generous extra parking to account for peak parking periods. As a result, many private parking lots are underutilized during off -peak times or because particular business operations require less parking than basic code requirements dictate. Loosening private parking regulations to allow businesses to share parking and to allow businesses to offer surplus parking as general public parking could free up substantial new parking supplies in areas where on-street public parking is at capacity.
4. Regulate Street Parking and Public Parking Lots with Pricing In places where street parking is over -utilized, it is critical that the most convenient parking be used efficiently. This means that users should use the parking only as long as they need, and parking usage should turn over often to increase utilization of each parking spot. In these cases, street parking should be regulated with pricing. Parking that’s priced ensures that turnover occurs in these high -demand areas and simplifies enforcement to help with compliance. For price to be used effectively, however, it should be set in a manner that achieves a measurable performance goal for the parking system. That is, the price should be set in a way that ensures turnover to maintain no higher than 80 to 90 percent occupancy at all times. This translates to maintaining one or two open parking spaces per city block at all times. The price should be set just high enough to achieve this performance goal (and no more),and should be adjusted periodically to achieve and maintain this availability.
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Because many neighborhoods have sufficient parking, in many neighborhoods often the price needed to meet this goal will still be free. The purpose of setting parking pricing in this way is not to generate revenue, but to regulate parking. A beneficial side -effect of regulating parking with price
is that some drivers may shift
their trips from cars
altogether and may walk,
bike or take public transit as a
way to avoid paying for
parking. Finally, setting a
price on public parking in
high-demand areas will
incentivize nearby private
parking owners with
underutilized parking to offer
that parking up for public use
because they can charge for
it without facing competition
from adjacent free public
parking.
5. Reinvest Parking Revenue
While parking management programs that use pricing should not be guided by the goal of revenue generation, the revenue that is received can fund other public services. Any revenue from parking management should be directed back into the parking system.
This means that parking revenue should be reinvested to fund additional parking enforcement or to maintain City parking assets like parking lots and structures. Some cities also invest some portion of parking revenues back into the neighborhoods that are subject to the parking pricing. The City Council could consider dedicating a portion of parking revenue towards improving local neighborhoods subject to parking pricing.
6. Tailor Implementation to Neighborhoods
Parking management may be implemented differently across neighborhoods because different parts of the City have different parking issues. Parking management will need to be tailored to individual neighborhoods, including Downtown, residentially adjacent strip commercial like Magnolia Park, multifamily neighborhoods, certain industrial areas, and special land uses like transit centers. Parking management should be implemented at a neighborhood or district level to avoid piecemeal implementation while also recognizing that different neighborhoods have different parking needs.
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4. PARKING MANAGEMENT STRATEGIES
While there are existing tools to manage parking spaces with signage and parking permits , there is still low parking availability for the most convenient on -street and off -street parking in Downtown Burbank today. Street parking along Downtown San Fernando Boulevard between Magnolia Boulevard and Angeleno Avenue falls short of the City’s Parking Management Principl es. First, there is low availability of on -street parking next to the businesses. This is a concern since those parking spaces are intended for those that are shopping or eating at one of the businesses but are often occupied by longer term visitors or employees. Second, there are limited regulations (only a 90 -minute daytime restriction and an overnight parking prohibition), and no fees are charged. Because there is no fee, there is little incentive for drivers to move their vehicles from these convenient parking spaces when they are finished with their visit. Finally, there is only minor tailoring of regulations to the conditions of Downtown Burbank. The 90 -minute time restriction is unique to Downtown but does not address the different parking demands made on these parking resources based on the different land uses and destinations they serve.
This section outlines a case study and Burbank’s parking management strategies.
How Parking Management Strategies Worked for City of Pasadena From the book “The High Cost of Free Parking” by Donald Shoup:
Old Pasadena had no parking meters until 1993. All curb parking was free and was restricted only by a two -hour limit. Because employees parked in the most convenient curb spaces and moved their cars periodically to avoid citations, customers had difficultly finding places to park. The city’s staff proposed installing meters to regulate curb parking, cu rb the merchants and property owners opposed the idea. They realized that employees occupied many of the most convenient curb spaces, but still they feared that meters, rather than freeing up space for customers, would discourage customers from coming at all.
Customers and tenants, they assumed, would go to shopping centers with free parking. Meter proponents counters that anyone who left because they couldn’t park free would make room for others who were willing to pay for parking if they could find a space, and that the want of convenient short-term parking kept many potential customers away. Proponents also argued that people who were willing to pay for parking would likely spend more money in the shops while they were in Old Pasadena.
Debates about the meters dragged on for two years before the city reached a compromise with the businesses and property owners: all the meter revenue would be used to pay for public investments in Old Pasadena. Parking meters came to be seen in a new light – as a source of revenue – and the desire for public improvements suddenly outweighted the fear of driving customers away.
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Returning the meter revenue to Old Pasadena has thus created a “virtuous cycle” of continuing improvements. The meter revenue pays for public improvements, the public improvements make the area more attractive for visitors who pay for curb parking, and more meter revenue is then available to pay for public improvements.
The City of Pasadena is one example of how cities implemented parking management strategies and policies.
Burbank Parking Management Strategies
This section of the document takes into consideration the best practices to develop parking management strategies for Downtown Burbank . The City aims to make visiting the businesses in and around Downtown Burbank as seamless and easy as possible for as many people as possible. A fee to park will be the main regulatory lever that the City uses, but other strategies will be employed to create a cohesive parking management system for Downtown Burbank. Burbank’s parking management strategies include:
1. Establishing a parking meter zone
2. Developing key regulations regarding time limits, parking fees, and time periods for efficient use of parking spaces
3. Implementing the necessary resources to manage parking
4. Monitoring parking occupancy level goal as a key performance measure
5. Comparing parking fees , technology solutions, and best practices from other jurisdictions
6. Establishing consensus of parking management revenue policies
7. Educating and outreaching with key stakeholders
ATTACHMENT 10-15
Establishment of a Parking Meter Zone
Figure 3. Parking Meter Zone
The map below indicates the paid parking meter zone:
A larger version of the map can be found at https://www.burbankca.gov/web/community- development/parking
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Overview of Key Regulations
The following table provides an overview of the current parking regulations and the proposed regulations in the proposed parking meter zone.
Table 3. Overview of Key Regulations
Topic Current Proposed
Time Limits
Varies between 1 hour and 2-hour
parking. San Fernando is 90
minutes
2-hour parking
Holidays 7 days a week, including holidays 7 days a week, including holidays
Paid Parking Hours Time limits apply from 9 am – 9
pm, 9 am – 6 pm
8 am – 12 am (midnight)
16 hours each day
Price None Initially $2/hour, to be adjusted
based on occupancy.
New Parking
Citation Fee N/A $56 – No payment or overstay
Occupancy
Studies Random – funding & staff interest Up to six times a year
The proposed regulations aim to bring uniformity to the time limits and their ranges. Both currently vary across the proposed parking meter zone. The proposed time limits will shift to two hours, and the two-hour limit will apply from 8:00 AM to 12:00 AM (midnight) every day, with no exceptions for holidays. One might ask why holidays are not exempt: Staff expects holidays to still have strong parking demand, and would still require parking management to ensure that spaces remain open and available for visitors and patrons of downtown Burbank businesses.
Parking Occupancy Levels
The parking price will start at two dollars per hour, and will be adjusted periodically based on occupancy, customer parking availability concerns, comparable location surveys, and the relationship between the on -street parking and adjacent off -street parking facilities.
Occupancy will be the primary measure by which parking fees will be adjusted. The goal is to achieve an 80% parking occupancy, which will ensure that there are always one or two spaces available on each block. Occupancy will be measured at least twice a year and up to six times per year, depending on conditions.
Occupancy can be measured through occupancy studies, parking meter and mobile payment data, and enforcement data. Occupancy studies are essentially counts of the number of parked cars in a given area divided by the inventory of parking spaces over a
ATTACHMENT 10-17
given time period. Parking meter and mobile payment data can be accumulated to determine a proxy for occupation by dividing the number of transactions over a given time by the parking inventory. Enforcement data can also be examined in a similar fashion.
If occupancy is over 80%, this means that the price is too low, and the City will raise the parking fee. If the occupancy is under 80%, this means that the price is too high, and the City wil lower the parking fee.
Table 4. Burbank Parking Fee Structure Example
Example: Starting price is $2/hour
Occupancy Level Less than 80% Lower price from $2/hour
Occupancy Level More than 80% Raise price from $2/hour
Parking fees may also be raised or lowered based on changing economic conditions and if staff expects the addition of new parking facilities to impact on-street parking.
Parking Management Revenue Policy
Like other cities, Burbank would have its own parking management revenue policy. This is outlined in Section 6. The five key policies include:
1. Parking Management revenue/costs are collected and paid in a dedicated parking management fund.
2. Parking revenue pays for parking operator costs.
3. New parking management citation revenue will help offset enforcement costs.
4. Net parking management revenue will pay for structure and lot maintenance and capital improvements.
5. Net revenue may also be used to improve city services in the neighborhoods where parking management is implemented. This can be evaluated as part of the annual budget process.
Key Stakeholders and Outreach Efforts
Staff engaged with a number of key stakeholders through various public meetings, outreach events, surveys, and community meetings. The meetings are listed below.
o Downtown Burbank Property Based Business Improvement District (P BID) Meeting (July 18, 2024)
o Release Survey to PBID (July 18, 2024)
o Transportation Commission (July 24, 2024)
o Burbank Advisory Council on Disability (July 25, 2024) o Burbank Transportation Management Organization (August 1, 2024) o Burbank Chamber of Commerce (August 15, 2024)
ATTACHMENT 10-18
o Community Meeting (Virtual) (August 21, 2024)
o Senior Citizen Board (August 28, 2024)
o Community Meeting (In-person) (August 29, 2024)
o Infrastructure Oversight Board (September 26, 2024)
o PBID Meeting (October 4, 2024)
o Planning Commission (October 14, 2024)
o Transportation Commission (October 23, 2024)
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5. ANALYSIS AND SURVEY
To better understand parking in Downtown Burbank today, p arking utilization data was collected on a Thursday and Saturday in January 2024 to represent typical weekday and weekend demand. Data was collected hourly, from 8:00 AM – 8:00 PM, providing occupancy and duration data for each block face and facility in the study area. The study area included 20 off-street parking facilities, as well as almost 200 block -faces of on -street parking within Downtown Burbank. The on - and off -street facilities included in the study area that were collected are shown in Figure 4 below.
Figure 4: Parking Data Collection Study Area
Source: Fehr & Peers.
Occupancy & Duration Analysis
The heat maps on the following pages provide the peak on -street parking occupancy at 12:00 PM on Thursday and 11 :00 AM on Saturda y, and the average parking duration on Thursday and Saturday.
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Figure 5: Thursday Peak Hour (12:00 PM) Occupancy
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Figure 6: Saturday Peak Hour (11:00 AM)
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Figure 7: Thursday Typical Duration
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Figure 8: Saturday Typical Duration
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Occupancy & Duration Findings
On Thursday (during the 12 :00 PM peak hour) and Saturday (during the 11 :00 AM peak hour) parking occupancy is high in the downtown core. However, the proposed metered zone has especially high occupancy levels, with several blocks exceeding 85%, the parking industry standard threshold for when facilities begin to reach their effective capacity.
On both collection days, certain blocks were observed to have exceeded 100% parking occupancy. Depending on the location, this is likely due to either 1) vehicles double parking or illegally parking along red curbs, in crosswalks, or other non -parking spaces, or 2) vehicles squeezing in additional parking along unmarked curb parking. In the downtown core, exceeding 100% occupancy was primarily observed to be due to illegal and double parking.
Similar parking occupancy and duration data was collected within the same study area in 2019, and occupancy in the proposed meter zone has only increased in recent years, with peak occupancy up 17% on weekdays and 23% on weekends.
While parking occupancy in the Downtown core is high, typical duration for parking stays on both Thursday and Saturday is one to two hours (see duration heat maps on the following page). This indicates that vehicles are currently complying with the 90 -minute to two -hour time limit throughout downtown.
Occupancy & Duration Key Takeaways
The high occupancy and high turnover in the proposed meter zone indicate that this area would benefit from additional parking management strategies and requires more than time limits alone to increase parking availability.
Consistently high occupancy leads to illegal and unsafe parking practices, increased traffic, emissions from cars cruising for spaces, and low parking availability. Implementing paid parking will ultimately increase availability by encouraging drivers to use other transportation modes, and to park in off-street facilities with lower occupancy levels.
Regional Downtown Parking Comparison
Following the occupancy and duration data collection, downtown parking management in neighboring cities and commercial areas were analyzed. Understanding the time limits, hours of operations, and pricing of nearby downtown cores provides context for parking management best practices within the greater Los Angeles area. The data collected is summarized in the table below.
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Table 5. Parking Rates and Hours of Operation
City
On-Street Downtown (Core)
Hourly
Rate Time Limit
Hours of
Operation
Days of
Operation
Paid on
Holidays?
Beverly Hills $2.00 1 - 3 hours
8 am – 9 pm
(Mon – Sat)
12 pm – 6 pm
(Sun)
Every day
Yes -
determined by
council on a
holiday-by-
holiday basis
Burbank
(proposed) $2.00 2 hours 8 am – 12 am Every day Yes
Culver City $1.50 2 hours 8 am – 8 pm Every day No
Glendale $1.50 -
$2.00 2 hours 8 am – 12 am Every day No
Old Town
Pasadena $1.25 2 hours
11 am – 8 pm
(Sun - Thurs) 11
am – 2 am
(Fri - Sat)
Every day No
Santa Monica $2.50 2 - 3 hours 8 am – 2 am Every day
Yes - in select
high-demand
locations
West Hollywood $2.00 2 hours
8 am – 12 am
(Mon – Sat)
11 am – 8 pm
(Sun)
Every day No
Based on the parking management of nearby cities, charging between $1.50 and $2.00 for two hours is a popular pricing strategy in Downtown cores. Additionally, given the size and popularity of Downtown Burbank’s proposed metered zone, it is reasonable to assume Downtown Burbank generates year-round and evening parking demand.
ATTACHMENT 10-26
6. PARKING MANAGEMENT REVENUE POLICY
1. Parking Management revenue/costs are collected and paid in a dedicated parking management fund. Parking management expenses and revenue will be dedicated to a parking management fund for transparency to ensure that revenue generated from parking fees/citations and operating expenses are tracked in one central location. This allows the City to effectively track and manage the parking management program.
A dedicated budget for parking management also provides clear visibility into how parking revenues are being used. It allows the public to see that the funds are being reinvested into the parking system rather than other general city services and programs. This transparency can help build trust and support for the City’s parking managements operations. With a dedicated funding source, the City’s parking management operations can more effectively plan for long -term investments and improvements. It provides a stable financial base for ongoing and future projects, such as upgrading parking facilities, implementing new technologies, expanding parking capacity, or reinvesting in the neighborhood where parking is managed. Keeping revenue/costs in a dedicated parking management fund enhances financial management, accountability, and transparency while ensuring that revenue is used specifically to improve and maintain the parking system for the community.
Finally, keeping the parking revenues and costs in a parking management fund is consistent with the parking management principles that Council previously adopted. The fifth principle is to reinvest parking revenue in the neighborhoods where it is generated. The sixth principle is to tailor implementation of parking management to neighborhoods. A dedicated parking fund ensures that any reinvestment of parking revenues in local neighborhoods is an administratively seamless process.
2. Parking revenue pays for parking operator costs. Parking operations should not rely on other funding sources, such as the City’s General Fund or taxpayer money that should be used for other community needs. When parking revenue supports the parking operation costs, the City can better manage and maintain its parking facilities which improve the public’s parking experience and supports businesses that rely on public parking.
Additionally, using parking revenue to cover costs shows the public that parking revenue collected is being used appropriately for the intended purpose. Examples of parking operations costs include the installation and maintenance of parking signage, striping, multi - space parking kiosks, customer service, currency collection, parking data collection, and cleaning and maintenance of parking lots and structures.
3. New parking management citation revenue will help offset enforcement costs.
Parking management creates a new source of citation revenue that should offset enforcement costs, because effective enforcement ensures that parking management meets its parking occupancy and turnover goals. The costs to provide this necessary enforcement should be paid from parking management revenues and not the City’s General Fund.
ATTACHMENT 10-27
Net parking citation revenue may also be invested in better enforcement tools and technologies, such as license plate recognition systems or improved ticketing infrastructure. Revenue from parking citations can be reinvested in upgraded signage, improved parking facilities, or enhanced public awareness about parking regulations.
This can create a more user -friendly parking environment, which in turn can help reduce violations and increase compliance.
4. Net parking management revenue will pay for structure and lot maintenance and capital improvements. The purpose of setting parking pricing is to meet parking occupancy goals and not to generate revenue. However, effective parking management may generate net revenue that can fund parking structure and parking lot maintenance and capital improvement projects. Maintenance may include ongoing cleaning, sweeping, power washing, landscape services, elevator maintenance, minor repairs, and trash collection services. Capital improvements may include active transportation amenities, capital repairs, elevator overhauls, lighting improvements, security improvements, painting, and seismic retrofit.
5. Net revenue may also be used to improve city services in the neighborhoods where parking management is implemented. This can be evaluated as part of the annual budget process. Parking management may be implemented differently across Burbank because different parts of the City have different parking conditions. If parking management generates additional net revenue beyond what is needed to operate and maintain the parking system, it may be used to improve other city services in neighborhoods where parking management is implemented, thereby offsetting expenses paid by the General Fund. This implements the City Council’s Parking Management Principles to reinvest parking revenue and to tailor implementation to neighborhoods. The City Council can evaluate transferring parking management revenue to the General Fund to support other city services as part of each year’s City budget.
ATTACHMENT 10-28
7. INFRASTRUCTURE
For implementation, the following resources and infrastructure are needed:
• Parking Operator
A Parking Operator is needed to carry out day -to-day parking operations. This will include installing and maintaining the required hardware of parking kiosks and signs, software for parking revenue collection and parking smart phone application and provide the personnel support in revenue collection that is needed to manage parking.
The Parking Operator will also be able to address customer service issues and will work closely with staff to provide analysis of parking and financial data. The Parking Operator will also help the City meet the 80% parking occupancy goal so that there are open parking spots available.
• Multi-space Kiosks
There are different types of paid parking devices and each has its own subset of options.
The older and more widespread is the single space parking meter. Staff does not recommend this option for several reasons: they require a large installation of infrastructure, impact sidewalk width, require painting of parking stalls in the street, require heavier maintenance, and revenue collections are more costly. Today, the newer option is the multi-space kiosk, which comes in three different forms:
1. Pay-and-Display: Customer pays for parking and displays a receipt on their vehicle’s dashboard. Enforcement checks the validity of the receipt displayed on the vehicle’s dashboard to ensure the vehicle has paid.
2. Pay-by-Space: Customer enters a parking space number and pays for parking.
Enforcement checks a database to ensure the space has been paid. This method also requires painting of parking spaces.
3. Pay-by-License Plate: Customer enters license plate number and pays for parking.
Enforcement checks a database to locate the license plate number to ensure the vehicle has paid for parking. The driver’s license plate is essentially the proof of payment.
It is not recommended to use “Pay-and-Display” based on inconvenient user experience, such as going back to a vehicle after paying for parking. This does not provide a frictionless, convenient, customer service experience. The “Pay -by-Space” alternative is also not recommended for similar customer service reasons. In addition, this method requires additional costs to paint and maintain parking stalls and numbers. Staff recommends the “Pay-by-License Plate” option since it has the highest level of customer convenience. Once customers have recorded their license plate in the parking system, they do not have to return to their car to place a receipt or check parking stall numbers., In addition, this option does not require the installation of parking stalls and numbers, and eases enforcement and revenue collection.
ATTACHMENT 10-29
• Mobile Payment Options
Relatively new to the paid parking arena are mobile pay applications. Payments may be made through dedicated smartphone applications, links to mobile browser pages, or through phone text messages. Both the mobile pay options and multi -space parking kiosks (Pay -by-License Plate) can be utilized together to provide the public with the highest level of parking customer service while providing the City with the most efficient means to collect revenue and enforce parking rules. Combining these two methods can also provide the City and the public with essential data and performance metrics. The City can collect and summarize parking occupancy rates, turnover, enforcement efficiency, and other financial data. This will assist Council in making informed decisions about how to better manage the City’s parking programs and infrastructure, and track whether parking management is achieving its goal of improving parking turnover and making spaces more readily available for the public in Downtown Burbank.
• Parking Enforcement Services
The Burbank Police Department manages parking enforcement within the City and is responsible for maintaining traffic safety by enforcing parking laws, removing vehicles that are obstructing the roadway, and impounding abandoned vehicles. The City has an existing Professional Services Agreement with LAZ Parking California, LLC for parking enforcement services.
A paid parking implementation will require parking enforcement beyond what the existing parking enforcement contractor is currently providing. Therefore, additional parking enforcement representatives are needed for this effort to ensure compliance to the new parking regulations.
• Integration of Multi-space Kiosk, Online Platform, and Mobile Pay Integration and automation of manual tasks between parking fees and parking citations can reduce errors, save time, and improve efficiency . In addition, it will help the City understand the relationship between both City services, which can help improve decision-making.
Kiosks
(Cash & Credit
Card)
Online Platform
(Including
Data/Reporting)
Mobile
pay
ATTACHMENT 10-30
8. IMPLEMENTATION
WEEK 1-2: PROJECT INITIATION AND PLANNING
o Develop a detailed project timeline with key milestones. o Create a risk management plan.
o Identify key stakeholders (residents, business owners, local organizations). o Conduct initial meetings to gather feedback and address concerns.
WEEK 3-4: DESIGN AND PROCUREMENT
o Develop a detailed layout and zoning plan for the parking meters. o Issue a Purchase Order for parking meters and associated technology. o Evaluate equipment shipment and delivery plan for parking meters. o Place orders for meter van, telecom, coin sorter and other necessary equipment.
o City to secure any necessary permits and regulatory approvals from appropriate City departments.
WEEK 5-6: INFRASTRUCTURE AND SYSTEM PREPARATION
o Mark and prepare installation sites for parking meters. o Begin configuring parking meter software and payment systems. o Set up data integration between parking meters and backend systems. o Train staff on the new system, including operation and maintenance. o Assist the City in launching a communication plan to inform the public about the upcoming changes (flyers, social media, local news).
WEEK 7-8: INSTALLATION AND TESTING
o Begin installation of parking meters according to the planned layout. o Integrate parking meters with payment systems and backend software. o Conduct testing of parking meters, payment systems, and backend integration. o Address any issues or malfunctions; and make any necessary adjustments based on testing feedback and initial observations.
WEEK 9-10: FINAL PREPARATIONS AND LAUNCH
o Perform final inspections of all installed parking meters and infrastructure. o Verify compliance with all regulations and standards. o Continue public awareness efforts, including detailed guides on how to use the new meters and information about enforcement.
o Implement a soft launch to allow for final troubleshooting and adjustments. o Monitor system performance and gather initial user feedback.
WEEK 11-12: FULL ROLLOUT AND EVALUATION
o Officially launch the paid parking program.
o Ensure all support systems are fully operational and available.
ATTACHMENT 10-31
Implementation will also include:
• PUBLIC PARKING
AWARENESS PLAN - Educate
customers on paid parking
program, parking rates,
parking availability and
parking options, and parking
rules and regulations. This will
be promoted via City parking
website and through social
media channels.
• PARKING AMBASSADOR
PROGRAM – Create a culture
of compliance instead of
targeted enforcement. The
team will continue to enforce
the streets of Burbank with a
citizen centric approach.
• COMMUNITY OUTREACH –
The team will inform residents,
business owners, tourists and
visitors about the parking
program, including
community and stakeholder
outreach. Project team will
represent the City in business
association and community
meetings to address any
parking issues and concerns
and will act as its parking
advisor throughout the
contract term.