To the members of the:
CllY COUNCIL
Date \ I ti \2t.f cA / cc V
CM_✓Ad,,_ACM V0CM(3)V
January 4, 2024
Council Memorandum
To:
From:
Honorable Mayor Blackburn and Members of the City Council Jeff Murphy, Community Development Director
Via:
{city of
Carlsbad
Memo ID# 2024001
Re:
Geoff Patnoe, Assistant City Manager 6D.
2023 Parking Survey Results, Updates totlieP arking Management Plan and Village & Barrio Master Plan, Parking In-Lieu Fee Program and Right of Way Use Permit Fee Program (District 1)
This memorandum provides the results of the annual 2023 Parking Survey conducted in the Village, Barrio, and beach areas; the status of the update to the Village, Barrio, and Beach Area Parking Management Plan; and, the status of the update to the parking in-lieu fee and right of way use permit fee programs .
Background
In 2017, the city completed the Carlsbad Village, Barrio, and Beach Area Parking Management Plan (Parking Plan). Among other things, the Parking Plan include s a requirement to complete a parking survey on an annual basis to evaluate the current parking situation in the Village, Barrio, and beach areas. The results of the 2022 Parking Survey were provided to City Council via Council Memorandum on February 16, 2023 (Attachment A).
On July 11, 2023, the City Council authorized a professional service agreement with Chen Ryan Associates, Inc. to prepare a parking survey for 2023, as well as an update to the Parking Plan, Village & Barrio Master Plan (VBMP) and a report on options to update the Parking In-Lieu Fee program and Right-of-Way (or Curb Cafe) Fee program (Attachment B).
The timing for these updates is motivated by the passage of recent state legislation (e.g., Assembly Bill 2097 which prohibits certain local parking requirements) and the end of temporary COVID allowances for sidewalk and curb cafes. This Council Memorandum includes the 2023 Parking Survey results conducted in summer 2023 (Attachment C).
Discussion
2023 Parking Survey Results
In July 2023, Chen Ryan Associates, Inc., conduct ed fieldwork commensurate with previous Villa ge, Barrio, and beach area parking surveys to examine and document parking conditions within the study area. The 2023 Parking Survey was conducted during a summer weekday on Thursday, July 20, 2022, and a weekend on Saturday, July 22, 2022, consistent with the requirement in the Parking Plan. The 2023 Parking Survey results (Attachment C) identified an overall increase in parking demand within the study area as compared to last year. The highest incr eases occurred in the Barrio and Beach Area neighborhoods. The study also identified high parking demand for on-street parking west of the Community Services Branch
Community Development Department
1635 Faraday Avenue I Carlsbad, CA 92008 I 442-339-2600 t Council Memo - 2023 Parking Survey Results and Updates (District 1) January 4, 2024
railroad tracks, for portions of Grand Avenue, portions of Carlsbad Village Drive, portions of State Street and within the Village Faire parking lot. However, the study revealed that the current and estimated future parking supply could be adequate to meet future demand if the parking system, as part of the larger transportation system, is actively managed. Refer to section below for more information.
Update to the Parking Plan, VBMP, Parking In-Lieu Fee and Right-of-Way (Curb Cafe) Fee Program Staff from Community Development, Public Works, Police and Finance are currently working with the consultant to update the Parking Plan, VBMP, Parking In-Lieu Fee and Curb Cafe Permit Fee programs.
The update to the Parking Plan will include further analysis on the existin g and future parking needs of the study area and will provide a suite of recomm endations to improve parking availability for the City Council to consider . Included will be a recommendation to increase the interval between future parking surveys from annually to between three to five years since parking conditions are unlikely to change significantly on a yearly basis. The team has completed documentation of existi ng conditions and policy frameworks and is preparing recommendat ions and potential updates for consideration by stakeholders and the community. This inform ation will then be prepared for presentation to the Traffic & Mobility Committee and Planning Commission for recommendat ion and then to the City Council for action.
Next Steps
No further action is needed for the 2023 Parking Survey. Staff will continue to work with the consultants to prepare the updates to the Parking Plan, VBMP, Parking In-Lieu Fee and Right-of-Way (Curb Cafe) Fee Program. It is anticipated that these documents will be presented to the Traffic & Mobility Committee and Planning Commission by February/March 2024 and then to City Council by April/May 2024.
Attachment: A. City Council Memorandum, dated February 16, 2023 https ://records.carlsbadca.gov/Weblink/DocView .aspx?id=6394477&dbid=0&repo=Cit yofCar lsbad
B. City Council Staff Report, dated July 11, 2023
https://records .carlsbadca.gov/Weblink/DocV iew.aspx?id=6439162&dbid=0&repo=Cit yofCarlsbad
C. 2023 Carlsbad Parking Study
cc: Scott Chadwick, City Manager
Cindie McMahon, City Attorney
Allegra Frost, Senior Assistant City Attorney
Paz Gomez, Deputy City Manager, Public Works
Tom Frank, Transportation Director
Zach Korach, Finance Director
David Graham, Chief Innovatio n Officer
Council Memo - 2023 Parking Survey Results and Updates (District 1) January 4, 2024
Matt Sanford, Economic Development Manager
Eric Lardy, City Planner
Robert Efird, Principal Planner
Laureen Ryan, Senior Management Analyst
Shelley Glennon, Associate Planner
Prepared For
{'Cityof
Carlsbad
Atta c hm ent C .
CARSLBAD PARKING
STUDY
DECEMBER 2023
Prepared By
City of Carlsbad
1200 Carlsbad Village Dr. c
Carlsbad, CA 92008 R
CR Associates
3900 Fifth Avenue, Suite 310
San Diego, CA 92103
Table of Contents
Key Findings ..................................................... .................................... ....................................... 1
1.0 Introduction .................................................. ...................................................................... 2
1.1 Project Study Area ................................................................................................................................ 2
1.2 Parking Inventory and Data Collection Methods .................................................................................. 2
1.3 Parking Occupancy Data Collection Methods ....................................................................................... 5
1.4 Changes in Parking Supply Due to Outdoor Dining .............................................................................. 6
2.0 Weekday Parking Occupancy ............................................. .................................................. 7
2.1 Occupancy by Supply ............................................................................................................................ 8
2.2 Destination-Based Occupancy ........................................................................................................... 15
3.0 Weekend Parking Occupancy ...................................... ....................................................... 22
3.1 Occupancy by Supply ......................................................................................................................... 22
3.2 Destination-Based Occupancy ........................................................................... : ............................... 28
4.0 Parking Duration ........................................ ....................................................................... 33
4.1 Existing Weekend Parking Duration .................................................................................................. 34 Page i
Figures
Figure A - Summary of Parking Inventory ............................................................................................................. 1 Figure 1.1 - Project Study Area ............................................................................................................................. 3 Figure 1.2 - Parking Inventory .............................................................................................................................. 4 Figure 2.1 - Weekday Parking Occupancy - Morning (6 a.m. to 9 a.m.) .............................................................. 9 Figure 2.2 - Weekday Parking Occupancy - Midday (10 a.m. to 1 p.m.} ........................................................... 11 Figure 2.3 - Weekday Parking Occupancy - Evening (6 p.m. to 9 p.m.) ............................................................ 14 Figure 2.4 - Public Parking Supply within 1/8 Mile from Destinations (Excluding NCTD Parking) ..................... 16 Figure 2.5 Weekday Parking Occupancy by Destination - Morning (6 a.m. to 9 a.m.) ....................................... 17 Figure 2.6 Weekday Parking Occupancy by Destination - Midday (10 a.m. to 1 p.m.) ...................................... 18 Figure 2.7 - Weekday Parking Occupancy by Destination - Evening (6 p.m. to 9 p .m.) .................................... 20 Figure 2.8 - Weekday Peak Period .................................................................................................................... 21 Figure 3.1 Weekend Parking Occupancy - Morning (6am to 9am) .................................................................... 23 Figure 3.2 - Weekend Parking Occupancy - Midday (10 a.m. to 1 p.m.) .......................................................... 25 Figure 3.3 - Weekend Parking Occupancy - Evening (6 p.m. to 9 p.m.) ........................................................... 27 Figure 3.4 - Weekend Parking Occupancy by Destination - Morning (6 a.m. to 9 a.m.) ................................... 29 Figure 3.5 - Weekend Parking Occupancy by Destination - Midday (10 a.m. to 1 p.m.) .................................. 30 Figure 3.6 - Weekend Parking Occupancy by Destination - Evening (6 p.m. to 9 p .m) .................................... 31 Figure 3.7 - Weekend Peak Period .................................................................................................................... 32 Figure 4.1 - Average Length of Stay at Barrio Neighborhood for On-Street Facilities ........................................ 34 Figure 4.2 - Average Length of Stay at Village Neighborhood for On-Street Facilities ....................................... 35 Figure 4.3 - Average Length of Stay at Beach Area Neighborhood for On-Street Facilities ............................ .... 35 Page ii
Tables
Table 1.1 - Total Parking Supply ........................................................................................................................... 5 Table 1.2 - Parking Spaces Used as Outdoor Structures ..................................................................................... 6 Table 2.1 - Weekday Morning Public Parking Occupancy by Neighborhood .......................................................... 8 Table 2.2 - Weekday Midday Public Parking Occupancy by Neighborhood ........................................................ 10 Table 2.3 - Weekday Public Parking Occupancy by Neighborhood (All Periods) ................................................. 12 Table 3.1 - Weekend Morning Public Parking Occupancy by Neighborhood ...................................................... 22 Table 3.2 - Weekday Midday Public Parking Occupancy by Neighborhood ....................................................... 24 Table 3.3 - Weekend Public Parking Occupancy by Neighborhood (All Periods) ................................................ 26 Page iii
Key Findings
The study produced an inventory of all
available public and private
(privately-owned and dedicated
to a spe_cific property) parking
spaces in the study area which
totaled 6,885 parking spaces,
excluding parking associated
with single-family homes and
properties with cont rolled
access. Figure A displays a
summary of the parking
inventory.
Figure A - Summary of Parking Inventory
■ On-Street Public Parking ■ Off-Street Public Parking
• NCTD Transit Parking Private Parking
Additiona lly, the study analyzed the availability and use of the parking system during the peak season. Results determined that during the week, the Barrio and Beach Area neighborhoods peak during the evening period while the Village neighborhood peaks during the midday period. During the weekend, the Barrio and Beach Area neighborhoods peak during the midday period, while the Village neighborhood peaks during the evening period.
There are pockets of high demand where parking occupancy reaches effective capacity, leading to difficulty finding parking in those areas. High-demand areas include on-street facilities west of the railroad tracks, Village Faire parking lot, and on-street facilities in the Village center on Grand Avenue, Carlsbad Village Drive, and State Street. However, the study revealed that the current and future parking supply is adequate to meet demand if the parking system, as part of the larger transportat ion system, is active ly managed.
Given the adequate supply of parking within the parking system to meet current and future projected parking demand , it is not recommended that the city invests in const ruction of additional parking supply at this time. Rather, to address the observed parking demand imbalance and maximize the efficient use of the parking system, the draft updated Parking Management Plan recommends that the city implements a comprehensi ve Parking Management Program.
1 .0 Introduction
This parking analysis covers the Carlsbad Village and Carlsbad Barrio neighborhoods, and the adjacent coastal areas in the northwest part of the city, collectively referred to as the "study area." It offers a report on the current conditions for the area covered in Carlsbad's Village, Barrio, and Beach Area Parking Study - Parking Management Plan (CPMP). The c1,1rrently adopted CPMP, authored by Kimley Horn in 2016 , was followed by parking assessments in 2017 , 2019 (both by Kimley Horn), 2021, and 2022 (both by CR Associates). Changes in California's Government Code, socio-economic shifts, and parking inventory have led to variations in parking occupancy data compared to the PM P's projections . Consequently, this 2023 revision will set the foundation for updating both the PMP and the Carlsbad Village & Barrio Master Plan (VBMP).
Following the introduction, which describes the study area, presents the inventory of parking supply, and describes data collection methods, the report follows with chapte rs analyzing weekday and weekend parking occupancy conditions.
1.1 Project Study Area
Figure 1.1 shows the geographic extent of the Study Area. The extents of the Study Area are generally confined between Laguna Drive and Tamarack Drive, from north to south, and the coast and Interstate 5, f rom west to east. On-street public parking, and off-street public and private parking supp ly withi n this area were inventoried and parking occupancies were collected and analyzed. This Study Area encompasses a larger ter ritory than the VBMP area.
1.2 Parking Inventory and Data Collection Methods
Parking was inventoried by a combination of aerial imagery review and field data collection. Where parking was delineated with markings (in parking lots and some on-street locations), technicians inventoried the parking supply through aerial imagery review with confirmation in the field. In locations where on-street parking was not marked, technicians in the field measured and documented the segments of curb where parking is allowed, accounting for areas where parking is not permitted such as along curb cuts and other restricted areas. To estimate supply where it was unmarked, a length of 20 feet per parking space was assumed for on-street parallel parking. The curb lengths measured in the field were divided by 20, rounding the remainde r to the nearest whole parking space. On-street parking supply was summarized to the block level, with a few exceptions where extra short blocks were consolidated to adjacent blocks. Parking supply along fou r lane roadways, such as Carlsbad Boulevard (north-south) and sections of Grand Avenue (east-west) were summarized by block on each side of the street.
Figure 1.2 shows the quantity of on-street and off-street parking (public and shared-use private) within the study area. The data displayed is summa rized per block or parking lot.
Pacific Ocea n
□ Parking u • St dy Area
r:I --, I I L_.,
• 1 Station
Carlsbad Vil age b d Village Station
f Carls a 1/2 Mile Walkshed ram
·••••. ..... h Overlay Zone Beac
:· ·: Coastal Zone
·--· Neighborhoods
Barrio*
Beach Area
Village*
*Village an
• St dy Area • 1 1 _ ProJect u Figure ·
Plan Area d Barrio Master
I• I
Holiday
Par k
E'
"' -0
<(
• NORTH
Buena Vista ~
Lagoon 1 .
-27
L
agulfa:dl
58 f
10 55 'b
Q 106 -~-.1l " ' ,G> ·d'
20°'
:✓.
~
'{\
Pacific Ocean
#
= 2023 Parking Supply
52 '\
6 ~~
'? ~
'I:
~~ 1,1-
§1-0
c,--t-·
~ (Previous Year Parking Supply - Parking Loss)
No Parking Due to Construction
# Off-Street Parking Inventory
Private Single Use or Residential
Figure 1.2 - Existing Parking Supply
118
184
Agua Hedionda
0 Holiday
Park
"
0.1 u
V)
i§
"' ~
...
NORTH
0.2 Miles
private residential parking and off-street parking properties with a single occupant (single use) were accounted fo r when analyzing existing data for the report. However, they were not inventoried ·or, considered to contribute to the total parking supply of the study area because they are reserveq exclusively for the users of the associated property. In addition to these parking lots not contributing to the overall result of the study, many of the presented private lots are out of public reach and only fun.ction under restricted access. Occupancy counts, later presented in the report, only accouflt for the collected public parking and shared-use private parking. Table 1.1 summarizes the total paiking supply within the study area (not including private residential parking and off-street parking properties with a single use).
Table 1.1- Total Parking Supply
Parking Type Total
On-Street Parking
Off-Street Public Parking
NCTD Transit Parking
Total Public Spaces
Private Parking
Total Spaces
4,0471
783
5412
5,371
1,514
6,885
Source: CR Associates (2023)
There is an estimated tota l of 6,885 parking spaces. Out of the tota l parking spaces provided within the study area, an estimated 5,371 are public parking spaces and approximately 75% of the public supply is on-street. The remaining 1,514 spaces inventoried are private off-street parking spaces, which account for 22% of the study area.
1.3 Parking Occupancy Data Collection Methods
Parking occupancy in the study area was collected on one weekday (Thursday, July 20, 2023) and one weekend day (Saturday, July 22, 2023) during three time periods: morning (6 a.m. to 9 a.m.), midday (10 a.m. to 1 p.m.) and evening (6 p.m. to 9 p.m.), similar to previously conducted studies.
Technicians col lected parking occupancy in the field by driving th rough the study area with high resolution video equipment mounted to a vehicle. The video was reviewed by technician supervisors after each run to verify all the segments within the study area had been collected. Video footage was processed in an office environment through an automatic license plate recognition (ALPR) program and converted to occupancy counts for each unit of on-street parking. Off-street parking occupancy was manually collected during the data collection process. 1 A reduction of 10 on-street parking spaces as a result of new red curbs. Additionally, a reduction of 65 on-street parking spaces as a result of construction activities at Carol Place, east of Jefferson Street. However, the reduction of these 65 on-street parking spaces is assumed to be temporary until the construction activities are completed. 2 It is important to note that there was a fence at the northern area of Parking Lot A, which accounts for 110 parking spaces. The inventory was not reduced because the parking spaces are not removed, however, it was assumed that these 110 parking spaces were occupied.
1.4 <;hanges in Parking Supply Due to Outdoor Dining
Curb Cates enhance business revenue by
expanding seating capacity within
adjacent streets (most commonly with in
parking stalls) and attracting more
customers. They contribute to vibrant
,• streetscapes , pedest rian activity,
improving the ambiance and encouraging
community interaction . During the COVID-
19 pandemic , the city allowed businesses
to use private and public outdoor spaces
for din ing and retail operations through
no-cost te mporary permits. These permits
let businesses expand into private
properties like parking lots (with the
owner's consent), public parking spaces,
and public areas like sidewalks. Temporary permits for public areas expired on February 28, 2023 , when the COVID-19 State of Emergency was declared over by Governor Newsom. However, permits for private property areas were extended to January 2024 by the State of California. Businesses that utilized public areas had until May 31, 2023 , to eithe r make the ir setups permanent according to the Carlsbad Municipal Code or remove and restore the space to its original condit ion. Assembly Bill 61 from 2021 mandates local governme nts to reduce parking space requirements , allowing businesses to maintai n their setups in private parking lots till the end of 2023 . Once the program expired, existing Curb Cafe would have to fol low the regulation in the Carlsbad Municipa l Code (CMC). In 2021, the re were a total of eight (8) Curb Cafes within the Village area, this number has since reduced to fou r (4) permitted Curb Cafes within the Village area, with the ir respect ive permit expiring between December 2023 and July 2024.
Curb Cafes and sidewalk cafes have been envisioned since at least 2012/2013 with the adoption of the Curb Cafe pilot program (Ordinance 2013-061 & 2013-062). These were further explored and included in section 2.6.5.A of the VMBP in 2017 . As of July 2023 , there are currently 15 outdoo r dining spaces, out of which five (5) are on private property, taking up 44 numbe r of parking spaces.
The remaining fou r (4) outdoor dining areas are Curb Cafes, which use 20 on-street parking spaces.
Table 1.2 documents the quantity of parking supp ly removed from circulation to accommodate the curb cafes .
Table 1.2 - Parking Spaces Used as Outdoor Structures
On-Street Parking
Private Parking
Total Spaces
Note:
Parking Type Total1
20 44
64 Source: CR Associates (2023)
1 Based on existing outdoor cafes as of November 7, 2023.
•
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 supp ly and destination-based occupancy. Oocupancy by supply is the conventional way of conceptual izing parking demand, where the occupancy percentage is attributed to the source of 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 stud ied area and is shared by numerous destinations which compete fo r the same supply.
Destination-based occupancy is an improved way of conceptualizing parking demand in urban settings where many destinations are close togethe r and compete for public parking supply that is provided by many small sources of parking. The conceptua lization adjusts for the varied size and spatial distribution of parking supplies in the study area that is not well captured by supp ly-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 fo r visitors to 'chain' trips - parking once in a centra lized area and visiting multip le destinations within walking distance , thus making destination-based occupancy a suitable perfo rmance measure to assess parking conditions. Encouraging trip chain ing (often called 'Park Once') is a parking demand management strategy employed in many urban settings.
To calcu late destinatio n-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 esti mate the parking occupancy within 1/8 of a mile network distance of each parcel in the study area by weighting the parking occupancy of the catchment area of the destination. An eighth of a mile (660 feet) 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: 100% occupancy (maroon), 85.1% to 99.9% occupancy (red), 70.1% to 85% (orange), 50.1% to 70% (yellow) and 50% or less (green).
Eighty-five percent occupancy is considered by the parking industry to be the thresho ld for when parking is being utilized most effic iently, with the number striking a balance between maximizing usage and having some spare capacity. Locations 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 inteNals.
2.1 Occupancy by Supply
Morning (6 a.m. to 9 a.m.)
Figure 2.1 displays weekday parking occupancy for the morning period between 6 a.m. and 9 a.m. As shown, occupancy is well below capacity in most parts of the study area. Most off-street parking and private off-street parking were below half capacity. Table 2.1 summarizes public parking occupancy by the three neighborhoods during weekday morning.
Table 2.1- Weekday Morni ng Public Parking Occupancy by Neighborhood A P k" T Weekday Morning Weekday Morning
rea ar mg ype (2023) (2022)
On-Street Parking 65.9% 57.1%
Barrio Off-Street Public Parking 41.3% 41.3%
Total Public Parking 61.7% 54.1%
On-Street Parking 62.5% 61.7%
Beach Area Off-Street Public Parking 44.1% 38.8%
Total Public Parking 60.2% 58.9%
On-Street Parking 58.1% 53.2%
Village Off-Street Public Parking 60.7% 59.4%
Total Public Parking 58.6% 54.1%
Off-Street NCTD Parking 47.2% 44.0%
Village (Other Parking Sources)
Off-Street Private Parking 41.4% 39.7%
Source: CR Associates (2023)
While neighborhood-wide parking occupancies were generally around 60%, some scattered locations reached occupancies above 85%, with a few reaching 100% occupancy such as Oak Avenue, between Jefferson Street and Harding Street and Chestnut Avenue, east of Harding Street. Most segments that were heavily occupied were primarily in residential areas with the Barrio area and a few along Ocean Street. Comparatively, higher parking utilizat ion at this time was expected to occur in residentia l dominated areas and this was generally confirmed by the occupancies observed during this period (65.9% on-street occupancy in the Barrio and 62.5% ori-street occupancy in the Beach Area neighborhood). 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 initia lly begins to decrease. Three public parking lots displayed occupancy greater than 85%, including the Ocean Street Public Parking with full occupancy in the morning (3093 Ocean Street), 2630 -2698 Garfield Street, and Village Faire east lot. The high parking occupancy at these public parking lot are likely due to a combination of factors, including early morning recreational and coastal usage at the Garfield Street and Ocean Street lots, and early morning activit ies (breakfast, employees, Coasters) at the Village Fair east lot.
Compared to 2022, an overall increase in parking demand was observed throughout the study area, with the most significant increase observed (from 38.8% to 44.1%) among off-street public parking in the Beach Area neighborhood.
Pacific Ocea n
Buena Vista
Lagoon
Weekday Morning Occupancy
■ - 100%
■ -85.1% - 99.9%
= 70.1% - 85%
= 50.1% - 70%
■ - 50% or Less
No Parking Due to Construction
Figure 2.1 - Weekday Parking Occupancy
Morning (6 .a.m - 9 a.m.}
\
V'l
-0
0 ~
E
Cu
Holiday
Park
~~" ,,.
Agua Hedionda
0 0.1
....
NORTH
0.2 Miles
Midday (10 a.m. to 1 p.m.}
Figure 2.2 displays weekday parking occupancy for the midday period between 10 a.m. and 1 p.m.
Occupancy duri ng midday surges in the Beach Area neighborhood and many sections of the Village from the morning period, with an increasing number of on-street and off-street parking sources reaching greater than 85% occupancy up to 100% occupancy. At the same time occupancies decrease in the residential dominated areas in the southern half of the study area. Table 2.2 summarizes public parking occupancy by the three neighborhoods during a typical weekday midday.
Table 2.2 - Weekday Midday Public Parking Occupancy by Neighborhood , A p k' T Weekday Midday Weekday Midday
rea ar mg ype (2023) (2022)
On-Street Parking 61.0% 55.8%
Barrio Off-Street Public Parking 50.0% 35.0%
Total Public Parking 59.1% 51.8%
On-Street Parking 79.0% 72.1%
Beach Area Off-Street Public Parking 93.1% 87 .1%
Total Public Parking 80.8 % 74.0%
On-Street Parking 79.2% 76.2%
Village Off-Street Public Parking 89.4% 88.6%
Total Public Parking 81.0% 78.2%
Off-Street NCTD Parking 57.8% 55.1%
Village (Other Parking Sources)
Off-Street Private Parking 67.1% 57 .7%
Source: CR Associates (2023)
Commercial parking, which is confined mostly to the Village, begins to peak during business hours, which overlap entirely with the midday period. Off-street private parking occupancy increases to over 60% during weekday midday than weekday morning. Public parking occupancies (including NCTD parking) throughout the Village exceed 50% during midday, with a few public parking lots located off of Carlsbad Village Drive reaching 100% occupancy. Occupancies are even higher in the Beach Area neighborhood. Both on-street and off-street see occupancy increases of 6.9% and 6%, respectively, when compared to 2022 .
Additionally, there was a slight 2. 7% occupancy increase in the off-street NCTD parking lots. Finally, many on-street park ing locations in the northwest portion of the study area (west of the LOSSAN rail corridor and north of Chestnut Avenue) reach occupancies higher t han 85% and up to 100%.
Pacific Ocean
Buena Vista
Lagoon
Weekday Midday Occupancy
■ - 100%
■ - 85.1% - 99.9%
= 70.1% - 85%
= 50.1% - 70%
■ - 50% or Less
No Parking Due to Construction
Figure 2.2 - Weekday Parking Occupancy
Midday (10 a.m. - 1 p.m.)
,....Jaguna75r • • \
\ .,/\
\
\
Agua Hedio nda
0 Holiday
Park
0.1 ...
NORTH
0.2 Miles
. Evening (6 p.m. to 9 p.m.)
Figure 2.3 shows weekday parking occupancy for the evening period. The exhibit confi rms the sharp increase in off-street public parking deman d in the Village, as numerous lots in the core of t he Village are displayed at 1.00% capacity and an increase in on-street occupancy is displayed in the Beach Area neighborhood. Table 2.3 summarizes weekday evening (6 p.m. to 9 p.m.) occupancies by •· neighborhood along with the occupancies of the earlier periods to facilitate compar ison. As shown, neighborhood-widEr (Barrio, Beach Area and Village) occupancies overall increase from midday to evening in the Barrio (59.1% to 70.8%), Beach Area (80.8% to 86.8%), and Village (81 .4% to 77.7%).
The Village's on-street parking had a slight decrease from midday to evening, but the Village off street parking increased fro m 90.9% to 94.6%, which also is the highest overall weekday public parking occupancy by neighborhood identified t his year.
Barrio
Beach Area
Village
Village
(Other
Parking
Sources)
Table 2.3 - Weekday Public Parking Occupancy by Neighborhood (All Periods) On-Street Parking 65.9% 57.1% 61.0% 55.8 % 74.3% 73.5%
Off-Street Public 41.3% 41.3% 50.0% 35.0% 53.8% 53.8 % Parking Total Public Parking 61.7% 54.1% 59.1% 51.8% 70.8% 69.8% On-Street Parking 62.5 % 61.7% 79.0% 72.1% 89.2 % 81.0 % Off-Street Public 44.1% 38.8% 93.1% 87. 1% 69.4% 68.2% Parking Total Public Parking 60.2% 58.9% 80.8% 74.0% 86.8% 79.4% On-Street Parking 58.1% 53.2% 79.2 % 76.2% 74.0% 69.4%
Off-Street Public 60.7% 59.4% 89.4% 88.6% 92 .9% 91.9% Parking Total Public Parking 58.6% 54.1% 81.0% 78.2% 77.3% 73.0% Off-Street NCTD 47.2% 44.0% 57 .8% 55.1% 69.8% 63.4% Parking Off-Street Private 4 1.4% 39.7% 67 .1% 57.7% 57.1% 45.1% Parking Source: CR Associates (202 3)
While commercial-based parking demand tends to decline du ring this period, there are exceptions for some businesses like dining and drinking establishments, where the evening represents their peak deman d period. The Beach Area's parking supply continues to be in high demand, as many on street b lock occupanc ies reach 100% occupancy, and the occupancies of its off-street parking lots remain well above 85% and up to 100%. This period also capt ures increasing parking demand in the residentia l areas to the east and south of the study area. This is consistent with the peak tempora l patterns of residential generated parking demand. Residential parking demand begins to peak in the evening and continues overnight. Except for the Beach Area, where residential densities are higher and its supply co-mingles with beach visito rs, the other residential portions of the study area can absorb the increased parking deman d wit hout stra in.
Compared to 2022 , the study area experienced an increase in parking demand, with the most significan t increase observed in the Beach Area, with 79.4% occupancy in 2022 increasing to 86.8% occupancy in 2023.
•
r
Pacific Ocean
Buena Vista
Lagoon
Weekday Evening Occupancy
■ - 100%
■ - 85.1% - 99.9%
= 70.1% - 85%
= 50.1% - 70%
■ - 50% or Less
No Parking Due to Construct ion
Figure 2.3 -Weekday Parking Occupancy
Evening (6 p.m. - 9 p.m.)
Agua Hed ionda
0 Hol iday
Par k
0.1 E' "' "O
<(
~
NORTH
0.2 Miles
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 scatte red sources, it can often be difficu lt to conceptualize how many parking spaces are with in a close walking distance of specific destin ~ ions. To overcome that limitat ion, an analysis approach was used for th is report which summarizes the parking supply for each parcel (destination) within a 1/8 of a mile distance . An eighth of a mile approximates one long-sided block length or two short-sided block lengths in a typica l street grid.
Since parking demand is typically not evenly distributed th roughout a neighborhood, this analysis will also more effect ively reveal hotspots within neighborhoods otherwise not captu red by the neighborhoodcwide sum marized occupanc ies. For example, within the Beach Area which had a weekday morning occupancy neighborhood-wide of 31%, there are numerous destinations within the neighborhood where the occupancy conditions experienced were much higher, in the 70.1% to 85% and 85.1 to 99.9% ranges.
Figure 2.4 summa rizes 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 thu s their inclusion does not contr ibute to an accurate representation of visitor public parking availab ility.
Morning (6 a.m. to 9 a.m.}
Figure 2.5 shows the parking occupancy within 1/8 mile of each destination inside the study area during t he 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 fo r parking (70% or less). The parts of the study area where occupancy is the highest (50% or higher) were in the Barrio resident ial areas with higher residential densities (east of LOSSAN rail corridor). Commercial and single-famil y residential concent rated areas were generally unbu rdened during this period.
Midday (10 a.m. to 1 p.m.}
Figure 2.6 shows the parking occupancy within 1/8 mile of each destination inside the study area during the midday period. Parking occupancies exceed 85% during th is period within some parts of the Beach Area, primarily along Ocean Street and portions of Carlsbad Boulevard. Approximately half of the destinations in the Village along Carlsbad Village Drive, Grand Avenue, and Oak Avenue reaching capacities greate r than 85%. Overall, a signif icant increase in demand when compared to 2022 . Parking demand in primarily resident ial portions to the south and east of the study area range between 50% and 70%, with an 85% and greater area located along Magnolia Avenue in the Barrio.
....
Pacific Ocea n
Buena Vista
Lagoon
Public Parking Supply within 1/8 Mile
■ 301 - 384
■ 251 - 300
■ 201 - 250
■ 151 - 200
■ 101 - 150
51 - 100
1-1 s - 50
c__,
0 Destination
D Off-Street Public Parking
Figure 2.4 - Public Parking Supply within 1/8 Mile from Destinations (Excluding NCTD Parking)
Agua Hedionda
0 V,
"O
~
E w
Holiday
Park
0.1 ...
NORTH
0.2 Miles
Pacific Ocean
Buena Vista
Lagoon
Weekday Morning Occupancy
■ 100%
■ 85.1% - 99.9%
70.1% - 85%
50.1% - 70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 2.5 - Weekday Parking Occupancy by Destination
Morning (6 a.m. - 9 a.m.)
Agua Hedionda
0 Holiday
Park
0.1 ..
NORTH
0.2 Miles
Pacific Ocea n
Buena Vista
Lagoon
Weekday Midday Occupancy
■ 100%
■ 85.1% - 99.9%
70.1% - 85%
50.1% - 70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 2.6 - Weekday Parking Occupancy by Destination
Midday (10 a.m. - 1 p.m.)
Agua Hedionda
0 Holiday
Park
0.1 ....
NORTH
0.2 Miles
Evening (6 p.m. to 9 p.m.}
Figure 2.7 shows the parking occupancy within 1/8 mile of each destination inside the study area during the evening period. Parking demand during this period is the highest of the three weekday periods observed. Parking occupancy is greater than 85% throughout much of the Beach Area, with 100% occupancy congitions clustered between Grand Avenue and Oak Avenue. Parking occupancy increases in the Barrio neighborhood-wide by 11. 7% from midday to evening. As shown, some areas within the Barrio (along Magnolia Avenue-Roosevelt Street junction) reach 100% occupancy conditions , while some areas within the Barrio Perimeter reach greater than 85% occupancy conditions .
Of the three periods analyzed, the evening period is unique in that captures both residential generated parking demand and comme rcial generated parking demand (in the evening, commercial related parking demand is primar ily 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 residentia l land uses are adjacent to commerc ial land uses, such as in the Village core and the adjacent surrounding blocks.
When compa red to 2022 , the Barrio and Beach Area neighborhoods experience the greatest increase in parking demand. These increases follow the same trend observed in the neighborhood wide data.
Temporal Peak by Destination
Figure 2.8 shows the peak parking period of each destination based on its parking occupancy within 1/8 mile during the three weekday time periods. As shown, the evening period is the peak throughout most of the study area. The morning period is the peak period north of the study area along Laguna Drive and to the south along Tamarack Avenue in the Barrio Area, while the midday period is the peak period predominantly in the Village Area, predominantly along Carlsbad Village Drive and Jefferson Street.
While the Beach Area peaks during midday and in the evening with occupancies above 85% for many dest inations. Multiple destinations within the Village core also peak in the evening, with many of these destinations reaching 85% occupancy.
o·
Pacific Ocean
Buena Vista
Lagoon
Weekday Evening Occupancy
■ 100%
■ 85.1% - 99.9%
70.1%-85%
50.1% - 70%
■ 50% or Less
0 Destination
D Off-Street Public Pa rking
Figure 2.7 -Weekday Parking Occupancy by Destination
Evening (6 p.m. - 9 p.m.)
Agua Hedionda
0 Holiday
Par k
0.1 • NORTH
0.2 Miles
Pacific Ocean
Weekday Peak Period
Morning
Midday
Evening
Buena Vista
Lagoon
• Multiple Periods >85% Occupancy
• Peak >85% Occupancy
D Off-Street Public Parking
Figure 2.8 - Weekday Peak Period
'-~-;
::,. --,:. , ,
. / '
" , :~>
Agua Hedio nda
0 V)
" 0
~
E
uJ
Hol iday
Park
0.1 • NORTH
0.2 Miles
3.0 Weekend Parking Occupancy
3.1 Occupancy by Supply
Morning (6 a.m. to 9 a.m.)
Figure 3.1 shows the weekend parking occupancy for the morning period. Occupancies are generally below half throughout the study area. Table 3.1 summarizes public parking occupancy by neighborhood for the weekend morning period.
Table 3.1- Weekend Morning Public Parking Occupancy by Neighborhood . Weekday Morning Weekday Morning
Area Parking Type (2023) (2022)
On-Street Parking 70.8% 66.9%
Barrio Off-Street Public Parking 42.6 % 42.6%
Total Public Parking 65.9% 62.3%
On-Street Parking 69.3 % 67.4%
Beach Area Off-Street Public Parking 71.8% 71.2 %
Total Public Parking 69.6% 67.8%
On-Street Parking 48.3% 44.1%
Village Off-Street Public Parking 56.2% 59.7 %
Total Public Parking 49.7% 46.6%
Off-Street NCTD Parking 51.8 % 44.4%
Village (Other Parking Sources)
Off-Street Private Parking 35.0 % 34.5%
Source: CR Associates (2023)
Morning occupancies neighborhood-wide in the Barrio and Beach Area neighborhoods are 65.9% and 69.6% , respectively, which for both areas represent an increase of 4.2% and 9.4%, respectively, when compared to its weekday morning occupancy, while for the Village Area represents a decrease of 8.9% when compared to its weekday morning occupancy.
There are a few scattered blocks with higher occupancies within the Barrio and Beach Area neighborhoods with a few segments on the eastern portion of Pine Avenue reaching occupancy higher than 85% and up to 100%. Some reasons behind this have to do with residential parking demand tends to peak at night/overnight and is low turnover, on weekends fewer people work which means residual demand from overnight is expected to linger deeper into the weekend morning collectio n period. The 3093 Ocean Street parking lot reaches 100% occupancy once again during this period, reflective of beach-related parking demand .
The decrease in weekend morning parking demand within the Village during this time is expected, as it is off-peak for most retail establishments , with only the Village Faire parking lot experiencing a demand greater than 50%. On-street parking occupancy increased in all areas when compared to 2022 data , while off-street parking occupancy stayed the same or decreased slightly. However, overall, the study area experienced a slight increase in parking demand when compared to 2022 data.
Pacific Ocean
Buena Vista
Lagoon
Weekend Morning Occupancy
■ - 100%
■ - 85.1% - 99.9%
70.1% - 85%
50.1% - 70%
■ - 50% or Less
No Parking Due to Construction
Figure 3.1 - Weekend Parking Occupancy
Morning (6 a.m. - 9 a.m.)
'll .. W. \ ~ \
" ~ \J '
• ~ . s-~
'l \
'·,
\ \ .
\
~.,,,
/ "'
\
,,.,
• 'K'>'
w-"
\ .
Agua Hedionda
0 V1
"O
0 ~
E
w
Holiday
Park
0.1 ....
NORTH
0.2 Miles
.. •
Midday (10 a.m. to 1 p.m.)
Figure 3.2 shows the weekend Poarking occupancy . Table 3.2 summa rizes pu61ic parking occupancy by neighborhood for the weekend midday period. Parking demand sharply increases across t he st udy area, with the highest increase observed at the Village Area (28.6% increase) when compared to the morning period.
Table 3.2 - Weekend Midday Public Parking Occupancy by Neighborhood A . T, Weekend Midday Weekend Midday
rea Parking ,ype (2023 ) (2022 )
On-Street Parking 80.8% 63.7%
Barrio Off-Street Public Parking 8 1.7% 30.0%
Total Public Parking 80.9 % 57.2 %
On-Street Parking 90.9% 86.2%
Beach Area Off-Street Public Parking 100.0% 98.8%
Total Public Parking 92.1 % 87.7 %
On-Street Parking 75.3% 70.3%
Village Off-Street Public Parking 90.9 % 94.3%
Total Public Parking 78.1% 74.1%
Off-Street NCTD Parking 69.8 % 59.7%
Village (Other Parking Sources)
Off-Street Private Parking 63.6% 49.5%
Source: CR Associates (2023)
More public parking lots experience fu ll occupancy during this period, with the majority being on the Village area . Parking demand t hroughout th e Barrio Area experiences an increase when compa red to the weekday period, with more on-street segments having occupancy greate r tha n 70%, specifically along Harding Street , Pine Avenue, and Chest nut Avenue.
Addit ionally , the increase in on-street parking demand within the Village and Beach Area neighbo rhoods at blocks west of the LOSSAN rail corridor reach 85% or greater and up to 100% capac ity along Ocean Street, Oak Avenue, and the public parking lots off of Grand Avenue and Carlsbad Village Drive.
r
Buena Vista
Lagoon
~·-~~~~~~1~fr{ ~~ffi-r1'1';1~~1]1[.. ~A
• ' ''oo,
Pacific Ocean
d Midday Occupancy Weeken
■ - 100%
■ - 85.1% - 99.9%
= 70.1%-85%
=== 50.1% - 70%
■ - 50% or Less
to Construction No Parking Due
• 0 cupancy d Parkmg c 2 -Weeken Figure 3. m - 1 p.m.) Midday (l0 a. . \\ \ \
Holiday
Park
,...,
- ~~ . _,,✓ 4 /
~ we .
V' ~; ' '% . \. ~
- " "' \
\ .
\, .. •.
1,->' ••• "" ~ / ~e; . . C:
• . . 'W',.z,;
Agua Hedionda
0 0.1
•
NORTH
0.2 Miles
Evening (6 p.m. to 9 p.m.)
Table 3.3 summarizes weeke0d evening (6 p.m. to 9 p.m.) occupancies by neighborhood along with the occupancies of the earlier periods to faci litate comparison . As shown, neighborhood -wide occupancies in the Beach Area surpass the 85% thresho ld. Village on-street and off-street occupancies also peak, reaching over 80% (82.4%) with off-street public parking occupancy over 95% (96.1%). The noticeable spike in utilization of NCTD parking helps to manage the overa ll peak parking demand in the Village.
Table 3.3 - Weekend Public Parking Occupancy by Neighborhood (All Periods) On-Street Parking 70.8% 66.9% 80.8% 63.7% 70.5% 69.9%
Barrio Off-Street Public 42.6% 42.6% 81.7% 30.0% 70.2% 43.5% Parking Total Public Parking 65.9% 62.3% 80.9% 57.2% 70.4% 64.9% On-Street Parking 69.3% 67.4% 90.9% 86.2% 90.9% 91.9%
Beach Area Off-Street Public 71.8% 71.2% 100.0% 98.8% 100.0% 81.2% Parking Total Public Parking 69.6% 67.8% 92.1% 87.7% 92.0% 90.5% On-Street Parking 48.3% 44.1% 75.3% 70.3% 79.4% 80.0%
Village Off-Street Public 56.2% 59.7% 90.9% 94.3% 94.5% 97.7% Parking Total Public Parking 49.7% 46.6% 78.1% 74.1% 82.1% 82.8% Village Off-Street NCTD 51.8% 44.4% 69.8% 59.7% 78.7% 86.0% (Other Parking
Parking Off-Street Private 35.0% 34.5% 63.6% 49.5% 53.1% 48.8% Sources) Parking Source: CR Associates (2023)
The neighborhood-wide evening weekend peaks for each neighborhood were higher in magnitude than their weekday peaks, except for the following:
• Barrio - slightly decreases from 70.8% during the evening weekday peak to 70.4% during the evening weekend peak .
• Village - decreases from 58.6% du ring the morning weekday peak to 49.7% during the morning weekend peak and from 81.0% during the midday weekday peak to 78.1% during the midday weekend peak.
Figure 3.3 displays weekend parking occupancy for the evening period between 6 p.m. and 9 p.m.
During this period, parking occupancy is high throughout the Beach Area and Village. Off-street parking facilities in both neighborhoods are at or near capacity. In the Village, NCTD-specific parkin g facilities, including th e occupancy of the nearly 500-space Carlsbad Village Station parking facility, are close to 80%, and utilization increases overall when compared to all three weekday peaks. These parking lots, generally reserved for NCTD commuters , absorb some of the parking demand in the Village during the weekend evenings .
Pacific Ocea n
Buena Vista
Lagoon
Weekend Evening Occupancy
■ - 100%
■ - 85.1%- 99.9%
70.1% - 85%
50.1% - 70%
■ - 50% or Less
No Parking Due to Construction
Figure 3.3 -Weekend Parking Occupancy
Evening (6 p.m. - 9 p.m.)
\
\
\
\
\' \,
,~ '-
1:t,0
<n
7:,
0 ~
E
ill
Hol iday
Park
,
\,.,, ',,,
\ Q; <\
\ ~
~
,.e
• c;
':iP"z,;
\
Agua Hedionda
0 0.1
....
NORTH
0.2 Miles
3.2 Destination-Based Occup~cy
Morning (6 a.m. to 9 a.m.)
Figure 3.4 shows the parking occupancy within a 1/8 mile of each destination inside the study area during the morning period. During this period, nearly all destinations within the study area were below 50% occupancy, with the core of the residential areas in the Barrio displaying between 50.1% and 85% occupancy, and some locations along Magnolia Avenue-Roosevelt Street with greater than 85% occupancies. In the Beach Area near the intersection of Oak Avenue and Ocean Street, some destinations display occupancies of 50.1% to 85% and greater.
Midday (10 a.m. to 1 p.m.)
Figure 3.5 shows the parking occupancy within 1/8 mile of each destination inside the study area during the midday period. Within much of the Beach Area (almost its entirety), occupancy conditions are greate r than 85%. The Village core also shows high occupancies, clustered around Roosevelt Street and Grand Avenue. While in the Barrio Area occupancies along the properties fronting the LOSSAN rail corridor are between 70% and 85%, and some properties to the east along Harding Street and to the south along Tamarack Avenue are at 85% or greater and up to 100% occupancy.
Evening (6 p.m. to 9 p.m.)
Figure 3.6 shows the parking occupancy with in 1/8 mile of each destination inside the study area during the evening period. During this period, the vast majority of the destinations west of the LOSSAN rail corridor between Beech Avenue and Tamarack Avenue experience an occupancy higher than 85% and up to 100%. The Village's cluster of 85% occupancy during weekend midday along Grand Avenue and Carlsbad Vi llage increases in coverage in the weekend evening, and the cluster of destinations with 50% occupancy or above within the Barrio Area along Roosevelt Street and Magnolia Avenue, present during the weekend midday period, decreases to 50% or less during the weekend evening period.
Overall, the study area experienced an increase in parking occupancy during the weekend when compared to the data presented in the 2022 report, with the most significant increase observed in the Barrio Area, with 57.2% occupancy in 2022 increasing to 80.9% occupancy in 2023 as indicated in Table 3.3.
Temporal Peak by Destination
Figure 3.7 shows the peak parking period of each destination based on its parking occupancy within 1/8 mile during the th ree weekend time periods. As shown, the evening period is the peak within large portions of the study area analyzed, as was the case during the weekday. While the previous section pointed out the peak demand's magnitude is higher on the weekend ; compared to weekday, the exhibit reveals more destinations within the study area experience 85% conditions on the weekend compared to weekday, and more destinations experience multiple observation periods where parking occupancy was above the 85% threshold.
..
Pacific Ocean
Buena Vista
Lagoon
Weekend Morning Occupancy
■ 100%
■ 85.1% - 99.9%
■ 70.1% - 85%
50.1% - 70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 3.4 - Weekend Parking Occupancy by Destination
Morning (6 a.m. - 9 a.m.)
Agua Hedionda
0 Holiday
Park
0.1 • NORTH
0.2 Miles
Pacific Ocea n
Buena Vista
Lagoon
Weekend Midday Occupancy
■ 100%
■ 85.1% - 99.9%
70.1% - 85%
50.1% - 70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 3.5 - Weekend Parking Occupancy by Destination
Midday (10 a.m. - 1 p.m.)
Agua Hedionda
0 Hol iday
Park
0.1 .
0. E "' -0
<(
...
NORTH
0.2 Miles
Pacific Ocean
Buena Vista
Lagoon
Weekend Evening Occupancy
■ 100%
■ 85.1% - 99.9%
70.1% - 85%
50.1% - 70%
■ 50% or Less
0 Destination
D Off-Street Public Parking
Figure 3.6 - Weekend Parking Occupancy by Destination
Evening (6 p.m. - 9 p.m.)
Agua Hed ionda
0 Holiday
Park
0.1 .;,
§
"' -,:,
<,:
...
NORTH
0.2 Miles
Pacific Ocean
Buena Vista
Lagoon
Weekend Peak Period
Morning
•
•
□
Midday
Evening
Multiple Periods >85% Occupancy
Peak >85% Occupancy
Off-Street Public Parking
Figure 3.7 -Weekend Peak Period
Agua Hedionda
0 Hol iday
Par k
0.1 ...
NORTH
0.2 Miles
4.0 Parking Duration
Parking turnover is the typical duration vehicles stay parked in between trips. Turnover was estimated for the study area with the aid of ALPR technology applied to video footage used to collect parking occupancy. An ALPR machine reads the license plates of parked vehicles from the video footage that was used for parking occupancy collection and generates a geographically referenced data record for each parked vehicle coded by their vehicle make, model, and license plate. Due to the long periods of time necessary to complete a round of data collection in the entire study area, this is the most precise average parking duration that can be estimated . These records were post processed for every time period (morning, midday, and evening), so that the data generated for every period was attributed to the common ident ification record of a parked vehicle. Each parked vehicle's duration of stay was estimated by counting th e number of times that vehicle was captu red in the data collection . The estimated duration a vehicle was parked fo r was determined by the length of time between data collection periods. For example, a vehicle captured in the morning, midday, and evening periods is parked for 12 hours or more. A vehicle captured during the midday collection (10 a.m. - 1 p.m.) but not observed during the evening collection (6 p.m. - 9 p.m.) would have a parking duration of less than 6 hours.
Each parked vehicle's duration was then summar ized to the neighborhood (Barrio, Village, or Beach Area) where it was parked to estimate the average duration for a given neighborhood. This approach and resulting summa rization would have missed any instances where a vehicle arrived and departed in between an interval (i.e., between 1 p.m. and 6 p.m.) of data collection without detection . These undetected trips (theoretica lly between zero and five hours in length), if they were captured, would have lowered the measured average duration of stay. In recognition of the bias, this summary is considered the average duration of stay for vehicles observed.
It is important to note that the parking duration data collected was generalized and secured to ensure privacy, and it will not be used for any purposes other than illustrating parking duration information.
4.1 Existing Weekend Parking Duration
The previous chapters establish that parking occupancy was significantly higher on weekends. Given weekend parking occupancy was of a significant ly higher magnitude than weekday parking occupancy, this section focuses on weekend parking as it was sufficient alone to represent the existing conditions W0'6t-case scenario for parking need. This was confirmed in Figure 4.1 through Figure 4.3, the respective peak conditions for weekday and weekend parking which show there are far more destinations with high parking occupancy (greater than 85%) in the surrounding area on the weekend compa red to weekday. Also, parking occupancy in the entire study area is generally higher for most observation periods on the weekends.
Barrio Neighborhood
In the Barrio neighborhood, 23% of the vehicles observed to utilize on-street parking (vehicles observed) park 12 hours or more from the morning to the evening periods, indicative of the mainly residentia l development in that neighborhood as well as schools, and commercial estab lishments present. Additionally, 25% of vehicles observed park during the midday period and leave prior to the evening (less than 6 hours) and 19% of vehicles observed park for the first time during the evening.
Figure 4.1 - Average Length of Stay at Barrio Neighborhood for On-Street Facilities Midday to Evening
(6 Hours or More)
b==-=-t
{less than 6 Hours)
Morning Only
(Less than 4 Hours)
Mornfng to Midday
(4-7 Hours)
Morning to Evening
(12 Hours or More)
In the Village neighborhood, morning parking is less than half (19%) of that observed in the Barrio neighborhood, with only nine percent of the vehicles observed park all day (12 hours or more). This is an indicative of the primarily commercial land uses which peak during the midday and evening periods. Additionally, 31% of the vehicles observed park during the midday period and leave prior to the evening, and 43% park for the first time in the evening. These trends are indicative of the mixed use nature of the Village neighborhood, with most users utilizing on-street parking during midday or in the evening which coincides with the comme rcial business hours.
' •
0 Figure 4.2 - Average Length of Stay at Village Neighborhood for On-Street Facilities Evening
(First Time Capture)
9%
Midday to Evening
(6 Hours or More)
Beach Area Neighborhood
Morning Only
{Less than 4 Hours)
Morning to Noon
{4-7 Hours)
Morning·to Evening.
(12 Hours or More)
In the Beach Area neighborhood, a simila r trend exists, with less than 25% of the vehicles observed park in the morning out of which ten percent park all day. Additionally, 30% of the vehicles observed park during the midday period and leave before 6 p.m. (less than 6 hours) and 37% of the vehicles observed park for the first time in the evening. The midday parking durations in the Beach Area neighborhood and Village neighborhood are almost identica l, likely due to their shares of mixed-use, commercia l, and retail land uses. Where the two neighborhoods contrast is between evening and morning parking duration , with the Beach Area neighborhood having longer durations in the morning due to the higher density of residentia l land uses in that neighborhood.
Figure 4.3 - Average Length of Stay at Beach Area Neighborhood for On-Street Facilities Evening
(First Time Capture)
Midday to Evening
(6 Hours or More)
Morning Only
(Less than 4 Hours)
Morning to Evening
(12 Hours or More)
The figures presented above depict varying parkin_g demands across the study areas. In the Barrio neighborhood, the parking behavior aligns with its predominantly residential nature, as evidenced by the 51% of users who park for 4 hours or more. In contrast, the Village and Beach Area neighborhoods see only about 20% of users parking for this duration. This percentage suggests a balanced relationship between parking demand and turnover. Nonetheless, a notable portion of users in the Village and Beach Ar~a neighborhoods arrive during the evening, likely attracted by the ,. •• area's bustling dining scene and scenic coastal ambiance. To ensure parking availability in these high-demand areas, further parking management measures should be implemented and incorporated into the updated parking management plan.