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operations for many businesses untenable. The conversion of sections of on-street parking to curb cafes was largely tolerated because the structures helped the businesses and the demand for public parking in commercial areas was generally much lower due to decreased business activity during the pandemic. Table 1.3 documents the quantity of parking supply removed from circulation to accommodate the curb cafes. Seventy (70) parking spaces are being used to accommodate the structures, 25 of which are taking up public parking.
Table 1.3- Parking Spaces used as Outdoor Structures
Parking Type Total
On-Street Parking
Off-Street Public Parking
Private Parking
Total Spaces
18 7
45 70
-~--~-----
1 .4 Parking Occupancy Data Collection Methods
Parking occupancy in the study area was collected on one weekday (Thursday, August 26, 2021) and one weekend day (Saturday, August 21, 2021) during three time periods: morning (6am to 9am), midday (10am to 1pm) and evening (6pm to 9pm). The 2019 study collected parking occupancy on one weekday and one weekend day in August 2019, during five three-hour periods: 6am to 9am, 9am to noon, noon to 3pm, 3pm to 6pm, and 6pm to 9pm. Technicians collected parking occupancy in the field by driving the study area with video equipment mounted to a vehicle. The video was reviewed, and occupancy counts were transcribed to each unit of supply.
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2.0 Weekday Parking Occupancy
Parking occupancy - the percentage of parking supply being used at a given time, was analyzed in two ways: occupancy by supply and destination -based occupancy. Occupancy by supply is the conventional way of conceptualizing parking demand, where the occupancy percentage is attributed to the source of parking (either the block or parking lot). While supply-based occupancy is adequate for understanding the demand of a particular parking source, it is a limited way of describing parking conditions in urban settings because public parking is scattered into many small sources throughout the studied area and is shared by numerous destinations which compete for the same supply.
Destination-based occupancy is an improved way of conceptualizing parking demand in urban settings where many destinations are close together and compete for public parking supply that is provided by many small sources of parking. The conceptualization adjusts for the varied size and spatial distribution of parking supplies in the study area that is not well captured by supply-based occupancy and recognizes that most visitors are unable to park directly in front of their destination and may have to walk a short distance. Also, it is common in walkable urban settings like Downtown Carlsbad for visitors to 'chain' trips - parking once in a centralized area and visiting multiple destinations within walking distance, thus making destination-based occupancy a suitable performance measure to assess parking conditions. Encouraging trip chaining (often called 'Park Once') is a parking demand management strategy employed in many urban settings.
To calculate destination-based occupancy, parking occupancy data collected and initially presented by block and parking lot is post-processed and accessibility-based measures are then used to estimate the parking occupancy within 1/8 of a mile network distance of each parcel in the study area by weighting the parking occupancy of the catchment area of the destination. An eighth of a mile (660') approximates two block lengths of short city blocks.
To facilitate comparisons, both ways of presenting the occupancy data on the forthcoming exhibits use the same four occupancy category ranges and color symbols: greater than 85% occupancy (red),
70.1% to 85% (orange), 50.1% to 70% (yellow) and 50% or less (green). Eighty-five percent occupancy is considered within parking industry practice to be the threshold for when parking is being utilized most efficiently, with the number striking a balance between maximizing usage and having some spare capacity. Places symbolized in red are above that optimal threshold and may be considered to have burdensome parking conditions.
The sections below describe weekday parking conditions initially by supply and then by destination , for the morning, midday, and evening time intervals.
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2.1 Occupancy by Supply
Morning (6am to 9am)
Figure 2.1 displays weekday parking occupancy for the morning period between 6am and 9am. As shown, occupancy is well below capacity in most parts of the study area. Most off-street parking, including all private off-street parking was below half capacity. This was to be expected during the morning period as many businesses are not operating during this time. Table 2.1 summarizes public parking occupancy by the three neighborhoods during weekday morning.
Table 2.1 - Weekday Morning Public Parking Occupancy by Neighborhood Area Parking Type Weekday Morning
On-Street Parking 53.0 %
Barrio Off-Street Public Parking 11.7 %
Total Public Parking 45.1%
On-Street Parking 55.9 %
Coastal Area Off-Street Public Parking 32.9 %
Total Public Parking 53.0%
On-Street Parking 43.4 %
Village Off-Street Public Parking 37.3 %
Total Public Parking 42.0%
Off-Street NCTD Parking 25 .5%
Village (Other Parking Sources)
Off-Street Private Parking 11.2 %
While neighborhood-wide parking occupancies were generally around half, some scattered locations reached occupancies above 70%, with a few exceeding 85%. Those locations were primarily in residentia l parts of the study area along the coast and in the Barrio. Three public parking lots (all of them west of the LOSSAN rail corridor) also reached above 85% occupancy, including: 3093 Ocean Street , 2630-2698 Garfield Street, and Village Faire east lot. Comparatively higher parking utilization at this time was expected to occur in residential dominated areas and this was generally confirmed by the occupancies observed during this period. Residential parking demand peaks at night and overnight , and this collection period overlaps with the morning commute peak period, which is when residential parking demand initially begins to decrease.
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Weekday Morning Occupancy
■ Greater than 85%
70.1%-85%
50.1% - 70%
■ 50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study
\
Figure 2.1
Weekday Parking Occupanry
Morning (6am - 9am)
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Midday (10am to 1pm)
Figure 2.2 displays weekday parking occupancy for the midday period between 10am and 1pm.
Occupancy during midday surges in the Coastal Area and many sections of the Village from the morning period, with an increasing number of on-street and off-street parking sources reaching greater than 85% occupancy. At the same time occupancies decrease in the residential dominated areas in the southern half of the study area. Table 2.2 summarizes public parking occupancy by the three neighborhoods during weekday midday.
Table 2.2 - Weekday Midday Public Parking Occupancy by Neighborhood Area Parking Type Weekday Midday
On-Street Parking 51.0 %
Barrio Off-Street Public Parking 32.3 %
Total Public Parking 47.4%
On-Street Parking 69.7 %
Coastal Area Off-Street Public Parking 100%
Total Public Parking 73.5%
On-Street Parking 69.4 %
Village Off-Street Public Parking 75.4 %
Total Public Parking 70.7%
Off-Street NCTD Parking 34.9%
Village (Other Parking Sources)
Off-Street Private Parking 32.4 %
Commercial parking, which is confined mostly to the Village, begins to peak during business hours which overlap entirely with the midday period. Off-street private parking occupancy is three times higher during weekday midday than weekday morning. Public parking occupancies (excluding NCTD parking) throughout the Village exceeds 70% during the midday. Occupancies are even higher in the Coastal Area, where both of its off-street public parking facilities reach 100% capacity (3093 Ocean Street and 3951-3999 Carlsbad Boulevard) and nearly th ree-quarters of all public parking being used. Many on-street parking locations in the northwest portion of the study area (west of the LOSSAN rail corridor and north of Chestnut Avenue) also reach occupancies higher than 85%.
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Weekday Midday Occupancy
■ Greater than 85%
70.1%-85%
50.1% - 70%
■ 50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study '
Figure 2.2
Weekday Parking Occupanry
Middqy (10am - 1pm)
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Evening {6pm to 9pm)
Table 2.3 summarizes weekday even ing (6pm to 9pm) occupancies by neighborhood along with the occupancies of the earlier periods to facilitate comparison. As shown, neighborhood-wide occupancies increase from midday to evening in the Barrio (4 7% to 59%) and Coastal Area (7 4% to 80%), while remaining stable in the Village (71% to 69%), despite off-street parking occupancies rising to 93% from 75% in the midday.
Table 2.3 - Weekday Public Parking Occupancy by Neighborhood (All Periods) Ar p rki g T Weekday Weekday Weekday
ea 8 n ype Morning Midday Evening
On-Street Parking 53.0 % 51.0 % 66.9%
Barrio Off-Street Public Parking 11.7 % 32 .3% 26.5 %
Total Public Parking 45.1% 47.4% 59.2%
On-Street Parking 55.9 % 69.7 % 77.9 %
Coastal Area Off-Street Public Parking 32.9 % 100% 95.9 % Total Public Parking 53.0% 73.5% 80.1%
On-Street Parking 43.4% 69.4 % 62.2 %
Village Off-Street Public Parking 37.3 % 75.4 % 93.4%
Total Public Parking 42.0% 70.7% 69.4%
Off-Street NCTD Parking 25.5 % 34.9 % 32.2 %
Village (Other
Parking Sources) Off-Street Private 11.2 % 32.4 % 26 .3% Parking Figure 2.3 shows weekday parking occupancy for the evening period. The exhibit confirms the sharp increase in off-street public parking demand in the Village, as numerous lots in the core of the Village are displayed at above 85% capacity.
While commercia l-based parking demand tends to decline during this period , there are exceptions for some businesses like dining and drinking establishments, where the evening represents thei r peak demand period. The Coastal Area's parking supply continues to be in high demand, as many on-street block occupancies are above 85% and the occupancies of its two off-street parking lots remain well above 85%. This period also captures increasing parking demand in the residential areas to the east and south of the study area. This is consistent with the peak temporal patterns of residential generated parking demand. Residential parking demand begins to peak in the evening and continues overnight. Except for the Coastal Area, where residential densities are higher and its supply co-mingles with beach visitors, the othe r residential portions of the study area can absorb the increased parking demand without strain.
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Weekday Evening Occupancy
■ Greater than 85%
70.1% - 85%
50.1% - 70%
■ 50% or Less
. Private Single Use or Residential
Downtown Carlsbad Parking Study '
Figure 2.3
Weekday Parking Occupanry
Evening (6pm -9pm)
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2.2 Destination-Based Occupancy
Within urban settings such as the Village and Barrio, reliance on on-street parking and numerous small-supply parking lots scattered in various locations is typical. When an area's collective parking supply is composed of fragmented and scattered sources, it can often be difficult to conceptualize how many parking spaces are within a close walking distance of specific destinations. To overcome that limitation , an analysis approach was used for this report which summarizes the parking supply for each parcel (destination) within a 1/8 of a mile distance. An eighth of a mile approximates one long-sided block length or two short-sided block lengths in a typical street grid.
Since parking demand is typically not evenly distributed throughout a neighborhood, this analysis will also more effectively reveal hotspots within neighborhoods otherwise not captured by the neighborhood-wide summarized occupancies. For example, within the Coastal Area which had a weekday morning occupancy neighborhood-wide of 53%, there are numerous destinations within the neighborhood where the occupancy conditions experienced were much higher, in the 70% to 85% range.
Figure 2.4 summarizes public parking supply to within 1/8 of a mile of every destination within the study area. The destination-based occupancy analysis and accompanying exhibits excludes NCTD parking and private parking occupancies despite being displayed in the preceding supply-based occupancy exhibits, because those sources are not available for the general use public parking and thus their inclusion does not contribute to an accurate representation of visitor public parking availability.
Morning (6am to 9am)
Figure 2.5 shows the parking occupancy within a 1/8 mile of each destination inside the study area during the morning period. During this period, nearly all destinations within the study area were below 85% occupancy. The Village area has very few businesses operating during this period, which largely explains the general abundance of parking and lower demand for parking (70 % or less). The parts of the study area where occupancy is the highest (primarily in the 'optimal' 70% to 85% range) were in the coastal areas with higher residential densities. Commercial and single-family residential concentrated areas were generally unburdened during this period.
Midday (10am to 1pm)
Figure 2.6 shows the parking occupancy within a 1/8 mile of each destination inside the study area during the midday period. Parking occupancies exceed 85% during this period within some parts of the Coastal Area, primarily along Ocean Street and portions of Carlsbad Boulevard. Some destinations in the Village on the west edge of the LOSSAN rail corridor along Carlsbad Village Drive and Oak Avenue also reach above 85%. Much of the Village commercial core is between 70% to 85% occupancy during this time, consistent with the Village-wide occupancy during this time of 71%.
Parking demand in primarily residential portions the study area to the south and east range between 50% and 70%.
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Public Parking Supply within 1/8 Mile
■
301 - 389
■
251 - 300
■
201 - 250
■
151 - 200
■
101 - 150
51 - 100
□ 8-50
0 Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 2.4
Public Parking Supply within 1 / 8 Mile from Destinations (Excluding NCTD Parking)
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Weekday Morning Occupancy
■ Greater than 85%
70.1% - 85%
50.1% - 70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 2.5
Weekday Parking Occupanry by Destination
Morning (6am - 9am)
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Weekday Midday Occupancy
■ Greater than 85%
70.1% - 85%
50.1% - 70%
■ 50% or Less
o Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 2.6
Weekday Parking Occupancy fry Destination
Middqy (10am - 1pm)
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Evening {6pm to 9pm)
Figure 2.7 shows the parking occupancy within a 1/8 mile of each destination inside the study area during the evening period. Parking demand during this period peaks the highest of the three weekday periods observed. Parking occupancy is greater than 70% throughout much of the Coastal Area, with greater than 85% occupancy conditions clustered between Grand Avenue and Walnut Avenue. Parking occupancy increases in the Barrio neighborhood-wide by 12% from midday to evening. As shown, some areas within the Barrio (around the Magnolia Avenue-Roosevelt Street junction) reach greater than 85% occupancy conditions.
Of the three periods analyzed, the evening period is unique in that captures both residential generated parking demand and commercial generated parking demand (in the evening, commercial related parking demand is primarily generated from dining and drinking establishments and typically not from retail). The demand converging from these two sources is most likely to impact areas where residential land uses are adjacent to commercial land uses, such as in the Village core and the adjacent surrounding blocks.
Temporal Peak by Destination
Figure 2.8 shows the peak parking period of each destination based on its parking occupancy within 1/8 mile during the weekday three time periods. As shown, the evening period is the peak throughout most of the study area. In the northern reaches of the study area, and within the northern extent of the Barrio (between Carlsbad Village Drive and Chestnut Avenue, the peak period is midday. While the Coastal Area peaks in the evening, occupancies are above 85% for many destinations within that subarea during both the midday and evening. Destinations within the Village core, which also peaks in the evening, do not reach occupancies over 85% outside of its peak period.
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Weekday Evening Occupancy
■ Greater than 85%
70.1% - 85%
50.1% - 70%
■ 50% or Less
o Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 2.7
Weekday Parking Occupanry by Destination
Evening (6pm - 9pm)
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•
Morning
Midday
Evening
>85% Occupancy Multiple Periods
k >85% Occupancy Pea
t Public Parking
Off-Stree =========~~==:_ ____ _
king Study Carlsbad Par Downtown Figure 2.8
kda Peak Period Wee ry
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3.0 Weekend Parking Occupancy
3.1 Occupancy by Supply
Morning (6am to 9am}
Table 3.1 summarizes public parking occupancy by neighborhood for the weekend morning period.
Morning occupancies neighborhood-wide in the Barrio and Coastal Area are about half, similar to their weekday morning occupancies. Village parking occupancy, at 29%, is 13% lower than its weekday morning neighborhood-wide occupancy.
Table 3.1- Weekend Morning Public Parking Occupancy by Neighborhood Area Parking Type Weekday Midday
On-Street Parking 61.9 %
Barrio Off-Street Public Parking 10.3%
Total Public Parking 52.0%
On-Street Parking 60.5 %
Coastal Area Off-Street Public Parking 33.5%
Total Public Parking 57.1%
On-Street Parking 33.1 %
Village Off-Street Public Parking 14.9%
Total Public Parking 28.9%
Off-Street NCTD Parking 13.5 %
Village (Other Parking Sources)
Off-Street Private Parking 11.2 %
Figure 3.1 shows the weekend parking occupancy for the morning period. Occupancies are generally below half throughout the study area. There are a few scattered blocks with higher occupancies within the Barrio and Coastal Area. Residential parking demand peaks at night and overnight and is low turnover , on weekends fewer people work so residual demand from overnight is expected to linger deeper into the weekend morning collection period. The 3093 Ocean Street parking lot does exceed 85% occupancy during this period, reflective of beach-related parking demand.
The significant decline in weekend morning parking demand within the Village during this time is expected, as it is off-peak for most retail establishments.
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Weekend Morning Occupancy
■ Greater than 85%
70.1% - 85%
50.1% - 70%
■ 50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study '
Figure 3.1
Weekend Parking Occupanry
Morning (6am - 9am)
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Midday {10am to 1pm)
Table 3 .2 summarizes public parking occupancy by neighborhood for the weekend midday period.
Parking demand sharply increases in the Village and Coastal Area, with the latter approaching 85% threshold levels neighborhood-wide.
Table 3.2 - Weekend Midday Public Parking Occupancy by Neighborhood On-Street Parking 58.5%
Barrio Off-Street Public Parking 25 .1%
Total Public Parking 52.1%
On-Street Parking 82.6 %
Coastal Off-Street Public Parking 81.2 %
Total Public Parking 82.5%
On-Street Parking 65.7%
Village Off-Street Public Parking 73.5 %
Total Public Parking 67.5%
Off-Street NCTD Parking 28.4 %
Village (Other Parking Sources)
Off-Street Private Parking 28.2 %
The increase in parking demand within the Village and Coastal Area is evident in Figure 3.2 , which shows most on-street parking blocks west of the LOSSAN rail corridor in either the greater than 85% (red) category or 70.1% to 85% (orange) categories. The Village core area includes several off-street parking lots reaching above 85% occupancy. While parking demand during the weekend midday was generally similar in magnitude to weekday midday within the Village core, midday parking occupancies throughout the Coastal Area is noticeably higher on the weekend (83% to 7 4%). Parking demand throughout the Barrio did not fluctuate from the weekend morning period.
Evening (6pm to 9pm)
Figure 3.3 displays weekend parking occupancy for the evening period between 6pm and 9pm.
During this period, parking occupancy is high throughout the Coastal Area and Village. Off-street parking facilities in both neighborhoods are at or near capacity. In the Village, NCTD-specific parking facilities, including the occupancy of the nearly 500-space Carlsbad Village Station parking facility , are above 60%, and almost double the utilization of their weekday peak. These parking lots, generally reserved for NCTD commuters, absorb some of the parking demand in the Village during the weekend evenings.
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Weekend Midday Occupancy
■ Greater than 85%
70.1% - 85%
50.1% - 70%
50% or Less
Private Single Use or Residential
Downtown Carlsbad Parking Study Figure 3.2
Weekend Parking Occupanry
Middqy (10am - 1pm)
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Weekend Evening Occupancy
■ Greater than 85%
70.1% - 85%
50.1% - 70%
50% or Less
· Private Single Use or Residential
Downtown Carlsbad Parking Study
~,
~e . -·
;
,fr~
,t,.#
. "~
,,1,#./ .. e . . -
7 \
Figure 3.3
Weekend Evening Occupanry
Middqy (6pm - 9pm)
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Table 3.3 summarizes weekend evening (6pm to 9pm) occupancies by neighborhood along with the occupancies of the earlier periods to facilitate comparison. As shown, neighborhood-wide occupancies in the Coastal Area surpass the 85% threshold. Village occupancies also peak, reaching over three-quarters neighborhood-wide with the cumulative occupancy of the off-street public parking at over 90%. The noticeable spike in utilization of NCTD parking (65%) helps to manage the overall peak parking demand in the Village.
Table 3.3 - Weekend Public Parking Occupancy by Neighborhood (All Periods) Area Parking T pe Week~nd W~kend Week~nd
Y Morning Midday Evening
Barrio
Coastal Area
Village
Village (Other
Sources)
On-Street Parking
Off-Street Public Parking
Total Public Parking
On-Street Parking
Off-Street Public Parking
Total Public Parking
On-Street Parking
Off-Street Public Parking
Total Public Parking
Off-Street NCTD Parking
Off-Street Private Parking
61.9 % 58.5 % 64.8%
10.3% 25 .1% 13.0 %
52.0% 52.1% 54.9%
60.5 % 82.6 % 84.9 %
33.5 % 81.2 % 100%
57.1 % 82.5% 86.8%
33 .1% 65.7 % 70.7%
14.9 % 73.5 % 93 .0%
28.9% 67.5% 75.8%
13.5 % 28.4 % 64.6%
11.2% 28.2 % 27.4 %
For the Coastal Area and Village, the neighborhood-wide weekend peaks were each higher in magnitude than their weekday peaks by about 6%. The Barrio's neighborhood wide parking demand remains consistent over all three weekend periods nor does not fluctuate very much from its weekday occupancies .
3.2 Destination-Based Occupancy
Morning (6am to 9am)
Figure 3.4 shows the parking occupancy within a 1/8 mile of each destination inside the study area during the morning period. As shown, the parking demand summarized by neighborhood is not distributed evenly geographically. Within the Barrio and Coastal Area, where neighborhood-wide occupancy was slightly over half, a cluste r of destinations around Roosevelt Street/Magnolia Avenue and Chestnut Avenue, in each neighborhood respectively , where occupancy conditions are greater than 85%, and other clusters where occupancy conditions are between 70% and 85%.
Midday (10am to 1pm)
Figure 3.5 shows the parking occupancy within a 1/8 mile of each destination inside the study area during the midday period. Within much of the Coastal Area, occupancy conditions are greater than 85%. The Village core also shows high occupancies , clustered around Roosevelt Street and Grand Avenue. While the Barrio's neighborhood-wide occupancy remains consistently around 52%, occupancies along the properties fronting the L0SSAN rail corridor are between 70% and 85%.
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Weekend Morning Occupancy
■ Greater than 85%
70.1% - 85%
I_ so.1% - 70%
■ 50% or Less
o Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 3.4
Weekend Parking Occupanry fry Destination
Morning (6am - 9am)
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Weekend Midday Occupancy
■ Greater than 85%
70.1% - 85%
50.1% - 70%
■ 50% or Less
D Master Plan_Boundaries
0 Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 3.5
Weekend Parking Occupanry b Destination
Middqy (10a,n - 1pm)
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Evening (6pm to 9pm}
Figure 3.6 shows the parking occupancy within a 1/8 mile of each destination inside the study area during the evening period. During this period, which is the overall peak for the Coastal Area (slightly above the 85% threshold neighborhood-wide), most of the destinations west of the LOSSAN rail corridor between Beech Avenue and Chestnut Avenue experience occupancy conditions above 85%.
The Village's cluster of 85% occupancy or greater from weekend midday increases in coverage in the weekend evening, and the greater than 85% cluster within the Barrio at Roosevelt Street and Magnolia Avenue, present during the weekend morning period, reemerges during the weekend evening period.
Temporal Peak by Destination
Figure 3.7 shows the peak parking period of each destination based on its parking occupancy within 1/8 mile during the weekend three time periods. As shown, the evening period is the peak within large portions of three neighborhoods analyzed as was the case during the weekday. While the previous section pointed out the magnitudes peak demand is higher on the weekend, compared to weekday, the exhibit reveals more destinations within the study area experience 85% conditions on the weekend compared to weekday, and more destinations experience multiple observation periods where parking occupancy was above the 85% threshold.
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Weekend Evening Occupancy
■ Greater than 85%
70.1% - 85%
50.1% - 70%
■ 50% or Less
o Destination
D Off-Street Public Parking
Downtown Carlsbad Parking Study Figure 3.6
Weekend Parking Occupanry 01 Destination
Evening (6pm -9pm)
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d Peak Period Weeken
•
•
Morning
Midday
Evening
>85% Occupancy Multiple Periods
Peak >85% Occupancy ---------- Figure 3.7
t Public Parking I ------------ k d Peak Period ~;O;ff;-~S;t;re:e:::::~~=~==~~~~~~~,---'... W" en : p king Study Carlsbad ar Downtown
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4.0 Summary and Parking Management
Recommendations
This section summarizes key findings and provides recommendations to manage parking demand into the short term (two-year horizon) and long term (five-year horizon) timeframes.
4.1 Key Findings
Findings from the report and review of other documents including the current parking in-lieu fee program, relevant finances, and parking lease agreements are provided below are as follows:
1. Weekday parking demand throughout the Village and Coastal Area ramps up beginning in the midday with peaks generally occurring in the evening period in most parts of the study area.
The highest parking demand is west of the LOSSAN rail corridor , in particular between Beech Avenue and Walnut Avenue, where parking occupancies are greater than 85% for multiple periods. Within the Village, the destinations along State Street and Roosevelt Street (between Beech Avenue and Carlsbad Village Drive) also experience greater than 85% demand during the weekday evening period.
2. Weekend parking demand follows similar temporal demand pattern as weekday, though at higher intensities. Most of the Coastal Area and Village west of the LOSSAN rail corridor experiences very high parking occupancies (greater than 85%) through both the midday and evening periods. Destinations within the Village core area around State Street, Roosevelt Street, Grand Avenue and Carlsbad Village Drive also have very high occupancies through the weekend midday and evening periods.
3. Some low turnover was observed in high demand locations within non-residential portions of the Village and Coastal Area. In some instances, vehicles were parked for five or more hours.
Low turnover results in fewer total visitors being able to access the destinations within the study area.
4. The parking spaces along Garfield Street, between Grand Avenue and Carlsbad Village Drive are public parking spaces, though are ambiguously marked. Clear signage should be provided, indicating that these spaces are available to the general public.
5. Parking fees are one-time fees, therefore there is a structural deficit in the funding expended per year versus collected . The interest earned from the parking in-lieu fee program only covers 50% of the cost of renting parking spaces from North County Transit District.
6. Parking citation revenue, which comprised about 50% of annual parking-related revenue, are currently being deposited into the general fund.
7. Revenues from the current parking in-lieu fee program are insufficient to be sustainable in covering the costs of parking management in the long term . Additional funding or parking revenue sources should be identified.
8. Existing temporary expansion of outdoor uses are not significantly impacting the parking supply, however, following the cessation of pandemic authorizations curb cafes and outdoor activation that results in a loss of off-street parking would need to pay the applicable fees and obtain permanent authorization .
4.2 Parking Recommendations
The earlier iterations of the Parking Management Plan included recommendations that could be implemented to increase the supply and better manage the utilization of parking in the study area.
Those recommendations were reviewed and refined as appropriate based on findings of this report, understanding of parking management best practices, and the financial status of the City's parking program. These findings should also be revisited with each subsequent update of this report.
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Near-term recommendations (within two years):
1. Consider restriping Grand Avenue, between State Street and Jefferson Street to convert parallel parking locations to angled parking to gain additional on-street parking spaces.
Depending on the preferred width of the re-striped parking spaces (existing angled parking spaces along State Street range from 10' to 14' along the curb) approximately between 12 and 25 parking spaces could be gained through the restriping. This recommendation would also necessitate the reduction of Grand Avenue to one travel lane per direction. a. Restriping existing angled parking spaces along Grand Avenue east of State Street to 10' could create a gain of approximately another 16 parking spaces. In total, 41 parking spaces could be gained along Grand Avenue between State Street and Hope Avenue if all existing and potential angled parking was restriped to the 10' width along the curb.
2. Direct staff to research the costs and options for metered parking installation and the establishment of a Parking Management District, and the costs of increasing parking enforcement. Metered parking is strongly recommended in areas with high commercial activity, such as the area in the Village bounded by Beech Avenue, Jefferson Street, and Pine Avenue, which may be impacted by low parking turnover behavior from nearby beach and residential generated parking. The installation of metered parking is not contingent upon the formation of the Parking Management District.
3. Direct staff to solicit request for proposals to comprehensively update the Parking Management Plan. The intention is not to develop a completely new plan, but rather to update the existing plan to reflect current conditions. This update should include feasible and implementable short-term and long-term parking mitigation measures, as well as an update to the current parking in-lieu fee program.
4. Update the parking in-lieu fee program to ensure sustainable finances. The update should also take potentially consider factoring in the cost to construct a parking structure if monitoring determines one should be necessary in the future.
Long-Term (2-plus years):
1. If a Parking Management District is established, it is anticipated increases in parking revenues from metered parking and an updated in-lieu fee program. Consider establishing an employee parking permit program and designated employee parking areas with the anticipated increase in parking revenues. This parking supply can be leased from NCTD, especially during night and weekend when there is lower transit parking demand and high restaurant and retail employee parking demand. This program would also ensure that employees do not park in more desirable parking areas closer to businesses for an extended period.
2. Consider providing local neighborhood shuttle services within the Parking Management District. The shuttle services would be funded by fees collected from the parking meters and citations. The shuttle services would also provide connectivity between employee parking area and their respectively location of employment.
3. If sufficient funding is available and demand in the Village and Coastal Area warrants it, consider constructing a parking structure. The City-owned parking lot at 3045 State Street parking lot is one potential location that could serve demand in both areas. Automated parking structures are typically safer, can be constructed on a smaller footprint and require less staffing than a traditional parking structure.
O u t d o o r A c t i v a t i o n C o n s i d e r a t i o n s B e y o n d t h e H e a l t h E m e r g e n c y F i t n e s s F o o d S e r v i c e / R e s t a u r a n tH e a l t h O t h e r ( p l e a s e s p e c i f y ) P e r s o n a l S e r v i c e s R e l i g i o u s / Wo r s h i pR e t a i l 0 1 0
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Y e s , I w o u l d m e e t c i t y d e s i g n s t a n d a r d s a n d b u i l d i n g c o d e f o r a p e r m a n e n t o u t d o o r a c t i v a t i o n o n l y i f t h e s p a c e w a s e q u i v a l e n t i . . 0 5
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P e r m i t f e e s p a y f o r p a r t o f t h e c o s t t h e c i t y i n c u r s t o p r o c e s s p e r m i t s , o ff s e t p a r k i n g r e d u c t i o n s a n d e n s u r e a l e v e l p l a y i n g fi e l d f o r b u s i n e s s e s t h a t w o u l d s e e k t o e x p a n d t h e i r o p e r a t i o n s o u t d o o r s . D u r i n g t h e h e a l t h e m e r g e n c y , t h e c i t y w a i v e d f e e s f o r b u s i n e s s e s t o a c t i v a t e o u t d o o r s p a c e , b u t i t m a y b e u n a b l e t o d o s o a f t e r t h e h e a l t h e m e r g e n c y e n d s . T h e c i t y m a y r e - e v a l u a t e t h e f e e s t r u c t u r e a s s o c i a t e d w i t h o u t d o o r a c t i v a t i o n s o n p r i v a t e l a n d a n d p u b l i c r i g h t o f w a y . T h e s e f e e s m a y i n c l u d e o n e - t i m e f e e s , o r a n n u a l f e e . B e f o r e m a k i n g a n y d e t e r m i n a t i o n o n f e e s t r u c t u r e s , a d d i t i o n a l s t u d i e s m a y n e e d t o b e c o n d u c t e d b y t h e c i t y . Wo u l d y o u b e w i l l i n g t o p a y t h e a p p r o p r i a t e p e r m i t f e e s f o r a p e r m a n e n t o u t d o o r a c t i v a t i o n ? N o , I w o u l d n o t b e w i l l i n g t o p a y a n y a d d i t i o n a l i m p a c t f e e s , e v e n i f i t m e a n s n o t p u r s u i n g p e r m a n e n t o u t d o o r a c t i v a t i o n Y e s , I w o u l d c o n s i d e r p a y i n g f u l l i m p a c t f e e s i f i t m e a n s a l l o w i n g p e r m a n e n t o u t d o o r a c t i v a t i o n
Y e s , I w o u l d c o n s i d e r p a y i n g l i m i t e d i m p a c t f e e s i f i t m e a n s a l l o w i n g p e r m a n e n t o u t d o o r a c t i v a t i o n 0 5
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A l l o w i n g a n e x p a n d e d o u t d o o r s a c t i v a t i o n i s l i k e l y c o n s i d e r e d a n i n t e n s i fi e d u s e , w h i c h m a y h a v e a d d i t i o n a l i m p a c t s o n t h e c i t y ’ s i n f r a s t r u c t u r e , l i k e t r a n s p o r t a t i o n a n d w a t e r / s e w e r s y s t e m s . T h e c i t y m a y n e e d t o r e - e v a l u a t e i m p a c t f e e s a s s o c i a t e d w i t h t h e i n t e n s i fi e d u s e c r e a t e d b y o u t d o o r a c t i v a t i o n s . Wo u l d y o u b e w i l l i n g t o p a y t h e a p p r o p r i a t e i m p a c t f e e s f o r a p e r m a n e n t o u t d o o r a c t i v a t i o n ? H a v e y o u b e e n o p e r a t i n g i n t h e R i g h t o f Wa y o r o n P r i v a t e P r o p e r t y d u r i n g t h e h e a l t h e m e r g e n c y ? June 7, 2022
Item #11 Page 160 of 162
Exhibit 5
Outdoor Activation Considerations Beyond the Health Emergency 1 / 2
Q9 What other considerations should the city have when thinking about outdoor activations?
Answered: 16 Skipped: 26
# RESPONSES DA TE
1 We would like to reserve the right to bring our outdoor setup back if there are further lockdowns in the future.
6/30/2021 4:31 PM
2 Our company is a medical services site established due to COVID. As COVID cases are on the rise, we are extending our stay due to the pandemic and public need 6/30/2021 3:02 PM
3 N/a 6/30/2021 1:18 PM
4 We agree to city flexible policy during the Emergency time and. Future policy too even though we move back to operate business
6/30/2021 11:18 AM
5 a new look for the city making streets into pedestrian walkways. Thus creating a more environmentally friendly place to visit.
6/29/2021 11:37 AM
6 I think there should be a differentiation when considering the continuation of the outdoor permit process between those businesses using public vs private property and for retail and other business establishments vs nonprofits and related types of organizations 6/28/2021 12:33 PM
7 Please note that the losses have been substantial, and offering extended patio space should be considered for as long as possible. Much faster to lose money in the restaurant business than the time it takes to make money. Thank you
6/24/2021 12:34 PM
8 We, me and my employees, appreciated you allowing us to do outdoor haircuts when we got shut down indoor. It not only helped give us some income, it helped us retain some clients. We lost clients permanently when the governor shut us down the 2nd time. Clients gave up on coloring their hair or did their own since we were closed, and many guys had their wife cut their hair. So allowing us outside, helped us slow down the permanent loss of clients....Thank you for your help!!!!!!!!
6/24/2021 10:28 AM
9 My main concern is that fees could be pegged too high for a flat fee, if they are based on the largest venues. Many small operators will only be able to utilize smaller outside areas following the pandemic due to landlord restrictions on outside space. For example, utilizing six parking spaces in a private lot could be reduced to a 60 square foot converted planter/patio, and I would hate to see a fee schedule pegged at something like the six parking spaces that I'll never be able to use because the landlord won't allow it after the pandemic is over. I hope a scaled fee structure relative to space-used will be considered, as my business will only have limited outside space we could use (i.e. that 60 square foot planter). Thank you. 6/24/2021 9:36 AM
10 None, outdoor is what people want. in Southern California we lack of al fresco dining comparing to small European beach town, and with the great weather that we have we should capitalize on it, better revenues for businesses, cities and safety, WIN WIN. keep all extended outdoor dining permanent. Thanks
6/24/2021 6:50 AM
11 Allow drive through health testing. Patients love the convenience model applied to healthcare to stay well.
6/23/2021 6:48 PM
12 These outdoor activations started as a survival tactic for many restaurants. It has now turned into a more enjoyable and preferrable method of dining. Often times patio space is extremely limited and outdoor activations have allowed guests to enjoy the beautiful weather of Carlsbad. 6/23/2021 5:10 PM
13 I believe the impact fees between private property activation and curb cafe or sidewalk cafe dining should be different, and the private property fees should be significantly less. Thank you Carlsbad!
6/23/2021 4:46 PM
14 Thank you for your quick response, advise, and help during these challenging times! 6/23/2021 4:25 PM 15 Looking at parking restrictions and how new businesses will have the opportunity to do the 6/23/2021 4:18 PM June 7, 2022
Item #11 Page 161 of 162
Outdoor Activation Considerations Beyond the Health Emergency 2 / 2
same thing
16 Keep our outdoor expansion 6/23/2021 4:18 PM
June 7, 2022
Item #11 Page 162 of 162
Tammy Cloud-McMinn
From:
Sent:
To:
Cc:
Subject:
Attachments:
Hello,
All Receive - Agenda Item # LL
For the Information of the:
CITY COUNCIL
Date~ CA ,,,r CC ...::::::
CM~ ACM .....- DCM (3) /
Rawley Macias < [email protected] >
Tuesday, June 7, 2022 2:47 PM
Matthew Hall; Peder Norby; Keith Blackburn; Teresa Acosta; Priya Bhat-Patel Council Internet Email; City Clerk
City Council 6-7-22 Meeting - Item 11
Letter to City Council_6-7-2022.pdf
Please find attached comments in regards to Item 11 of tonight's City Council meeting. I would like my comments read allowed.
Thank you in advance,
Rawley
Rawley Macias
Head Rouleur
ROULEUR Brewing Company
www.rouleurbrewing .com
(805) 766-5536
CAUTION: Do not open attachments or click on links unless nize the sender and know the content i safe.
1 Dear City Council members,
My name is Rawley Macias and I am the founder and owner of Rouleur Brewing Company located at 5840 El Camino Real in Suite 101 in the Carlsbad Corporate Center business park, which is at the southeastern corner of El Camino Real and Faraday Avenue.
I need you to know that receiving a pandemic permit to operate outdoor dining at our brewery in Carlsbad has literally saved my business. That is why item number 11 on the agenda tonight is very important for me. For reference, I have included pictures of my establishment and how we are using the perm it to allow for outdoor activities.
Not only has it helped us operate through the early times of the pandemic but it has shown us and our customers the benefits of having an outdoor experience . It has been invaluable and am certain that when the temporary permit goes away, my business will suffer greatly.
So, I am writing to request you put in a motion to direct staff to amend the zoning code that has prevented us from this outdoor experience in the past and that will prevent us from having it in the future .
My brewery is located in the M zone, which is a zone that allows for almost all types of commercial uses.
However, there is a brief note in the "Permitted Uses" table that prevents breweries from having outdoor patios. That part of the code is Note 2 of Table A in CMC 21.32.010 which states, "The retail use shall be accessory to the permitted use and wholly contained within the building".
It is my understanding that this note was put into place to keep warehouses from opening their back doors and having "sidewalk sales" out in the streets and in the parking lots. Understandably, that is an undesirable activity in Carlsbad. However, the current interpretation of this note by City staff is that, per this note, outdoor patios for breweries are not allowed under any circumstance.
Additionally, the current allowed use description states "Breweries with retail accessory use, including tasting rooms, up to 20% of the gross floor area of the building or suite (as applicable) or 2,000 square feet, whichever is less." In your motion, the amendment of the code should also specifically exclude outdoor patios as a part of the "tasting room".
It should be noted that within the "Permitted Uses" table, outdoor dining is a permitted accessory use in the M zone, which indicates there is conflict ing intent for businesses that serve food and/or beverages such as Rouleur Brewing Company.
I greatly appreciate your consideration of this sit uation and how it affects the survival of my business and I request that you approve a motion to instruct staff to revise this note to allow for breweries like mine to have this vital component of the craft brewery experience. Thank you for your time.
Regards,
Rawley Macias
Figure 1. - Current Temporary Patio (I would like to make this patio permanent, with Alcoholic Beverage Control approved railings, permanent shade, and chairs/tables) Tammy Cloud-McMinn
From: City Clerk
Subject : RE: Restaurants using city street curbs is a public health issue From: Roy Martins <[email protected]>
Sent: Sunday, June 5, 2022 9:13 PM
To: Manager Internet Email <Manager@CarlsbadCA .gov>
Subject: Restaurants using city street curbs is a public health issue Scott Chadwick,
All Receive - Agenda Item # .LL
For the Information of the :
CITY COUNCIL
Date ldlt/7)..CA V-CC _L
CM / ACM .v DCM (3) ✓
My wife and I were in little Italy this week and walked up and down India Street.
Multiple restaurants had open eating areas along the curb in the street.
This resulted in dog walkers walking on the sidewalk. Dogs were walking through restaurants.
As the dogs passed each pole they would smell and frequently pee. The sidewalk/poles smell of pee, probably from dogs.
At one point we saw a big dog lift his leg near a pole and miss. The pee stream hit a customer's pant leg while he was having lunch. The dog owner was oblivious to this and just kept on walking. The customer was justifiable upset.
"Curb your dog" is not easy to do near these restaurants.
Roy Martins 7921 Paseo Membrillo
CAUTION: Do not open attachments or click on links unless you recognize the sender and know the content i 1 Status of Temporary
Outdoor Activation Permits
Eric Lardy, Principal Planner
Community Development Department
June 7, 2022
TODAY’S PRESENTATION
• Overview
• Temporary Suspensions of Land Use Regulations
• Current Status
• Resident and Business Surveys
• Next steps
ITEM 11: Temp Outdoor Activities
HISTORY OF TEMPORARY SUSPENSIONS
2020
March 2020
Public Health
Emergency
July 2020
Temporary
Suspensions of
Land Use
Regulations
Summer 2021
Business and Parking
Survey
September 2020
Suspensions of Fees
for Temporary Land
Uses
Winter 2021/2022
Resident and
Business Survey
ITEM 11: Temp Outdoor Activities
Spring 2022
Field Survey
2021 2022
TYPES OF OUTDOOR ACTIVITIES
• Curb Café
• Sidewalk Café
• Outdoor Display
• Private Outdoor Activation
ITEM 11: Temp Outdoor Activities
Curb Cafés
Allowed in Village and Barrio Master Plan
Maximum of 2 spaces before suspension
Relies on Parking Study
9 permits issued
ITEM 11: Temp Outdoor Activities
Sidewalk Cafés
Dining on city owned sidewalk
Typically restricted to business frontage
16 permits issued
ITEM 11: Temp Outdoor Activities
Outdoor Displays
Temporary display of merchandise
Within City Right-of-way
3 permits issued
ITEM 11: Temp Outdoor Activities
RIGHT-OF-WAY PERMIT TYPES
Permanent Temporary Total
Sidewalk Cafés 9 7 16
Curb Cafés 4 5 9
Outdoor Displays 3 0 3
TOTAL 16 12 28
Private Parking Lots
Citywide
Use of parking spaces for outdoor activities
Allowed regardless of parking requirements
100 permits issued (74 outside of the Village)
ITEM 11: Temp Outdoor Activities
PRIVATE PARKING LOTS
Removed Remain Total
Inside Village and Barrio 12 14 26
Outside Village and Barrio 59 15 74
TOTAL 71 29 100
Summary of Current
Status
12 Temporary ROW
permits remaining in
Village
Temporary Private
Property Permits
Outside Village
Remain
15 80%
Outside the Village
voluntarily removed
14 Temporary Private
Property Permits in
Village Remain
ITEM 11: Temp Outdoor Activities
ASSEMBLY BILL 61 (2021)
ITEM 11: Temp Outdoor Activities
• Requires local governments to reduce
parking spaces for outdoor activations
• Private outdoor activations can remain
• Until Jan. 1, 2024
• Not reliant on Local Health Emergency
SURVEYS
• 93% enjoy the experience of outdoor dining
• 61% impacts to parking was not noticeable
• 56% want fewer or the same number of cafés
• Parking Survey Summer 2021 – No significant
impact
ITEM 11: Temp Outdoor Activities
NEXT STEPS
• Right-of-Way Permits
• Can remain for 90 days after health orders
• Staff will work with 12 remaining permits
• Private Property Permits
• Can Remain until Jan. 1, 2024
• Staff will work with all remaining businesses
• Summer 2022 Parking Survey
ITEM 11: Temp Outdoor Activities
PROPOSED ACTION
Receive a report on the status of the
temporary outdoor activation permits that
were issued in response to the COVID-19
pandemic and provide staff direction, as
appropriate.
ITEM 11: Temp Outdoor Activities