Folsom City Council
January 11, 2022

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParkinq lmplementati on Plan Uodate
Definitiong
Study Area
The City of Folsom's eight block Historic District spans from Folsom Boulevard to Scott Street, and from Lake Natoma to just south of Sutter Street. Forthc purposes ofthis evaluation, the Historic District is divided into thres zones (Zone I, Zone II, and Zone III) which are illustrated in Figure 1. The study area does not include the Light Rail Transit station parking lots.

ZoneI
The area bounded by Riley Street to the North and West, Figueroa Street to the South, and Scott Street and private land uses to the East.

ZonelI
The area bounded by Leidesdorff Street to the North, Wool Street to the West, Figueroa Street to the South, and Riley Street to the East, This zone also includes the dirt embankment located north of Leidesdorff Street generally between Wool Street and Riley Street.

Zone III
The area bounded by Leidesdorff Street to the North, Reading Street and Folsom Boulevard to the West, Figueroa Street to the South, and Wool Sfieet to the East. Zone I also includes Gold Lake Drive, from Leidesdorff Street to the street bend on the north end. This zone also includes the off-street public parking lot (Baker Lot) located on the northwest corner of the intersection of Gold Lake Drive and Leidesdorff Street.

Parking Demand
The number ofparked vehicles expected ofa specific type and amount ofland use during the peak period ofa typical weekday or weekend. Parking demand is estimated using "rates" indicating the number of parked vehicles per independent variable ofland use such as thousands ofsquare feet (similar to trip generation).

Parking demand is independent of parking supply.

Parkine Sugply
The number ofparking spaces provided on a development block, on-street, or in common facilities. Parking supply in new development is govemed by the parking standards in the City's Municipal Code.

Parkins Occunancv
The number ofactual vehicles parked during the peak period ofa typical weekday or weekend. Parking occupanoy is summarized in terms of the percentage ofparking spaces that are occupied at any given time of day. Generally, there is a single peak period on a typical weekday or weekend that contains the highest number of accumulated parked vehicles.

Parking Turnover
The average number of vehicles using a given parking space over a specified period of time. The rate equals the total number of parked vehicles divided by the number of parking spaces. Tumover is a measure of parking duration and indicates whether a parking spaces is predominantly used by long-term parking (more than 4 hours) or short-term parkers (less than 4 hours).

Parkine Ratios/Standards
Parking ratios (or standards) are the regulations that determine parking supply for each individual building and type of land use. It is describcd as the number of required parking spaces per unit of development (e.9., per dwelling unit orper 1,000 square feet of commercial building space). The City's Municipal Code is the guiding document for these standards. The current parking standard in the Folsom Historic Distriot is 1 space per 350 square feet ofbuilding regardless of the type of land use' t7-fl Killl€v.Hgn
L.fZ \ amnsmhtee,rrc.

January 16,2009

01/11/2022 Item No.15.

Zone I
Zone ll
Zone lll
LEGEND
n
ro
Figure 1
Folsom Historic District Parking
Parking ZonesFl-Jl nlmleY'Holn
L.IIZ-I and A-ssociates, lnc.

01/11/2022 Item No.15.

Gity of Folsom Historic District Folsom,
CaliforniaParking Implementation Plan Update
Shared Parking
The concept of using a parking space to serve two or more land uses without conflict. Conventional regulations require that each development, or land use type, provide cnough parking to s€rye its own peak demand, leaving unused parking spaces during the off-peak periods. Shared parking allows multiple complementary land uses, whose peak parking demands do not coincide, to share the same pool of parking spaces, resulting in a more efficient use of those spaces.

Practical Capacitv
The practical capacity for parking is defined at 85 percent to 90 percent utilization of parking spaces.

Keeping about l0 pcrcent to 15 percent of the spaces vacant provides a cushion in excess of necessary parking spaces to allow for the dynamics ofparking (i.e., pcople circulating in search of a space, and moving in and out ofparking space). When occupancy exceeds the practical capacity, drivers will experiencc delays and frustration while searching for a parking space, as well as contribute to area traffic congestion while circling the block looking for parking.

Data Collection
Parking data for most of the study area was provided by the City of Folsom for weekday and weekend periods. Kimley-Horn and Associates, Inc. augmented the City-collected data with surveys at selected locations in June 2008. Parking data used in this study included the following:

An inventory of on-street and off-street parking spaces by street and by individual parking lot (collected by the City in January 2008);
Weekday parking occupancy survey data conducted every hour from 6:00 AM to 8:00 PM (collected during October and November 2AA\;
Weekend parking occupancy survey data conducted every hour from 6:00 PM to 9:00 PM (collected during October and November 2007); and
Parking turnover surveys (collected in January 2008).

It is important to note that weekday parking occupancy data for 7:00 AM was missing most of the off-street and on-street parking locations. Because this timc period was determined to not be a critical time period within the District, it was not included in this analysis.

Existing Parking Supply
On-Street P arking Supply
Most streets within the study area have on-street parking spaces. Along Leidesdorff Street, Wool Street, and Sutter Street, angled on-street parking is provided. Some of the on-street spaces are delineated with pavement markings, but most streets have no parking space delineation.

Table I summarizes the number of parking spaces along each street and the total parking spaces for each zone. The study area contains alotal of232 on-street parking spaces.

Off Street Parking Supply
Within the study area there are a total of six (6) off-street public parking lots. Off-strect private parking lots which allow parking only for the patrons ofprivate businesses and not for general public, were not included in the analysis. All of the public lots with the study area are paved and have marked spaces.

Table I summarizes the number of off-street parking spaces in each zone . There are a total of 675 off-skset public parking spaces in the study area. Note the off-street parking supply includes thc recently completed 330-space parking shucture located within the Rail Block. a
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4ZlITl Kinbv+kfft
\.'f7 \ uroAsocnle.irrc.

January l{5,2009

01/11/2022 Item No.15.

GiW of Folsom Historlc Distrlct Folsom,
CalifornlaParklno Implementatlon Plan UDdate
Table I - Summary of Existing On-Street and Off-Street Parking Supply by Zone Zote Olf-Street Public
Parking Supply On-Street Puking Supply
Total
Existing
Supply
I
Riley St. / Scott St.
(Powerhouse) Lot 82
Riley St. - Sutter St. to Figueroa St. 7
Sutter St. - Riley St, - Scott St. 20
Scott St. - LeidesdorffSt. to Sutter St. 3
Scott St. - Suter St. to Figueroa St. 12
Subtouls E2 42 124
II
Trader Lane Lot 125
Riley St. - Sutter St. to Figueroa St. 7
Wool St. - Leidesdorffto Sutter St. ll
Wool St. - Sutter St. to Figueroa St. 9
Leidesdorff St. - Wool St. to Riley St. ll
Sutter St. - Wool St. to Riley St. 0
Subtotals 125 38 163
m
Baker Lot 28
Reading St. -North of LeidesdorffSt. 10
Reading St. - LeidesdorffSt. to Sutter St. 0
Reading St. - Sutter St. to Figueroa St. 10
Parking Structure 330
Gold Lake Circle 24
Decatur St. - Sutter St. to Figueroa St. l8
Wool St. - LeidesdorflSt. to Sutter St. l1
Wool St. - Sutter St. to Figueroa St. 8
Rail Block 110
Leidesdorff St- - Decatur St. to Wool St. 23
Suttcr St. - Reading St. to Decatur St. 25
Sutter St. -Decatur St. to Wool St. 23
Sublotals 468 152 620
Total Off-Street Spaces 675 Total On-Street Spaces 232 947 Totel Off-Street Sptces
(Prior to Completion of
New Structure)
323 Total On-Sheet Spacec (Prlor to
Completlon of New Structure 232 555
Notes:

The 330 space structure in Zone III was not open to the public at the time occupancy data was collected. Existins off-streetoarkine facilities squaled 323 spaces at the time ofdata collection.

Total Parking Supply
Table I summarizes the total number ofparking spaces (on-street and off-street) by zone and in total. There are a total of907 on- and off-steet parking spaces within the study area.

The number of off-street and on-street parking locations, as well as the nurnber of spaces available are shown in Figure 2 and Figure 3.
5F-fl Kimlsv+lom
L-,f7 \ arriltsmare, inc.

January 16,2009

01/11/2022 Item No.15.

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A - Baker Lot
B - Parking Structure
C - Rail Block Lot
D - Trader Lane Lot
E - Riley / Scott Lot
LEGEND
Zone I
Zone ll
Zone lll
Figure 2
Folsom Historic District Parking
OfrStreet Parking Lots
Kimley-Horn
and Associates, lnc,

01/11/2022 Item No.15.

XX
Zone lll
On-Street
Parking
Spaces
LEGEND
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Zone I
Zone ll
Figure 3
Folsom Historic District Parking
On-Street Parking Spaces7-fl u:mio,i-{^rn
NI/ \ ano Assocrates, rnc

01/11/2022 Item No.15.

City of Folsom Hlstorlc District Folsom,
CaliforniaParkl ng Implementatlon Plan Update
Existing Patking Demand
Existing parking demand was estimated using the parking occupancy data collected by the City ofFolsom in October and November,20A7, and supplemented by occupancy surveys conducted by KFIA in June 2008' The demand analysis presented in the sections below represents data collection prior to the opening ofthe new 330-space parking structure in the Rail Block. Therefore, conclusions related to existing parking supply and demand are drawn based on pre-structure conditions. lY eekday (Monday through Thursday)
On-Street Parkinq Occupancy
Parking occupancy is summarized in terms ofthe percentage ofparking spaces that are occupied at any given time ofday. Generally, there is a single peak period on a typical weekday that contains the highestnumber of accumulated parked vehicles. Table2 summarizes the-on-street parking occupancy between 6:00 a.m. and 8:00 p.m. on a typical weekday for the entire study area2 and Figure 4 shows the on-steet parking occupancy by time-of-day. As shown in Figure 4, between 75 percent and 83 percent of on-street parking spaccs arc occupied between 10:00 a.m. and l:00 p.m., after which occupancy dtops to approximately 60 percent between 2:00 p.m. and 4:00 p.m. Between 5:00 p.m. and 7:00 p.m. the occupancy is between 40 percent and 60 percent and drops dramatically to 27 percentat 8:00 p.m. The peak on-streetparking demand (83 percent) occurs at about 1l:00 a.m. and again at l:00 p.m.

Table 2 - Summary of On-street Parking Occupancies (Weekday) Time Total Number of On-
Street Spaces Survcved
Total Number of On-
Street Spaces Occupied 7o Occupancy
6:00 AM r62 9 60/o
8:00 AM 162 94 58%
9:00 AM r62 96 59o/o
l0:00 AM r62 121 75%
11:00 AM 162 134 83o/o
12:00 PM 162 124 7'7o/o
l:00 PM 162 t34 83%
2:00 PM 162 101 62%
3:00 PM 162 98 600/o
4:00 PM 162 99 6t%
5:00 PM 162 67 4t%
6:00 PM t62 79 49%
7:00 PM 162 95 59o/o
8:00 PM t62 43 27%
Off-Street Parking Occupancy
Off-street public parking lots within the study area have slightly lower occupancics than on-sfieet parking when averaged over the entire study area. Table 3 summarizes the off-street parking occupancies between 6:00 a.m. and 8:00 p.m. Figure 5 shows that off-streetparking lots sustain an occupancy av€raging 58 percent between 1 l:00 a.m. and 3:00 p.m.(with 7l percent occupancy at 12:00 noon), then drops to 43 percent and 52 percent between 4:00 p.m. and 5:00 p.m. Betwcen 6:00 p.m. and 7:00 p.m. the parking occupancy increases to ?0 percent and 78 percent before dropping dramatically to 2l percent at 8:00 p.m. The increase in the early evening coincides with the peak dining period, The peak off-street parking demand occurs at 7:00 p.m. with 78 percent oocupancy.
2 Weekday parking occupancy data for 7:00 a.m. was missing much of the off-street and on-street parking locations within the study area. Because this iime period was determined to not be a critical time period within the District, it was not included in this analysis. 8Zlltl Kimlsv.Horn
L.,I7 \ amAssoqarcs,inc.

January 16,2009

01/11/2022 Item No.15.

City of Folrom Historic District Folsom,
CaliforniaParkins Implementation Plan Uodate
Figure 4 - Study Area On-Street Parking Occupancy (Weekday) Teble 3 - Summary of Off-street Parking Occupancies (Weekdaf Time Total Number of Olf-
Strcet Spnces Suweyed
Total Number of Off-
Street Spacec Occupied 7o Occupancy
6:00AM 323 25 8o/o
8:0OAM 323 ll6 36%
9:fi)AM 323 138 43o/o
l0:00AM 323 143 44o/"
ll:00AM 323 t9l 5904
12:00 PM 323 230 7t%
l:00PM 323 153 47%
2:00 PM 323 183 57o/o
3:00 PM 323 184 57o/o
4:00 PM 323 139 43%
5:00 PM 323 t67 52o/o
6:00 PM 323 226 70o/o
7:00 PM 323 253 78o/o
8:00 PM 323 69 2lo/o
3 Since lhe on-stoet parking occupancy survey data does not distinguish occupancies by specific street segments, on-streot parkilg occupancy data was not documented by zone.
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50x
40x
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At the district level, parking lots in individual zones have a wide range of occupancies between 6:00 a.m. and 8:00 p.m. Average occupancy ranges from a low of about 27 percent (Zone l) to a high of about 58 percent (Zoni II). Appendix A contains detailed graphs and tables for individual zones showing ttre average number of vehicies p-m."a in each parking lot throughout the day'' 9FII'I KMFTHflN
L-17 \ arUlhrram,tnc
January 16,2009

01/11/2022 Item No.15.

Gity of Folsom Historic District Folrom,
CaliforniaParking Plan Update
F'igure 5 - Study Area Off-Street Parking Occupancy (Weekday) l
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t00s
90x
t0ts
70h
60x
'l,lll
E>tt41<<
333t66d6
ll
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33 r5 Occ!
2 J
:: :
3 Total Parking Occupancy and Accumulation
Daily Parking Accumulation (On plus O$Street) in Study Area:

Table 4 summarizes thc on-street and off-street peak parking demand within the study area. Figure 6 shows the daily accumulation of parked vehicles (both on and off-street) within the study area. Parking spaces in the moming hours are ocoupGd around 53 percent, climbing to a peak of about 73 percent at noon, gradually decreasing to 56 percent between l:00 and 6:00 p.m., then climbingtoT2 percent at 7:00 p'm., bofore dropping io 23 peioent at 8:00 p.m. This daily profile is indicative of both short-term retail and office uses which peak during the midday and restaurant land uses peak in the early evening.

Peak Occupancy in Study Area:

On weekdays, the study area reaches its peak parking demand at noon as shown in Table 4 and in Figure 6.

The study area also peaks at 7:00 p.m., but the occupancy percentage drops significantly at 8:00 p.m' Overall, the parking supplyain Folsom Historic District is almost 73 percent utilized during the weekday peak period. farking aimana in many downtown's peak around noon to l:00 p.m. because this is the time that retail/ristaurant uses peak during weekday and the time when many short-term visitors come to the downtown for lunch. Folsom Historic District weekday peak is indicative of a predominantly retail/res0aurant-based commercial mix.

Conclusions
Bor"d on the data collection and analysis of existing supply and weekday peak demand, there is sufficient parking within the study area to accommodate current typical weekday demands. While some zones ixperi-nce relatively high demands, overall, there is ample available parking within the entire study area. a Since the parking occupancy suweys were not conducted at all on-street and off-site parking locations, peak occupancy for weekday is compared to ths actual number ofparking spaces suweyed (485 spaces).

TJfl Kinby+bn
\.'I7 I srrlAgsooal6,im.
10 Ianuary 16,2009

01/11/2022 Item No.15.

Gity of Folsom Hietoric District Folsom,
CaliforniaParkinq Imolementation Plan Uodate
Table 4 - Summary of On-Sheet and Off-street Parking Occupancies (Weekday) Tlme
Total Number of
(On & Off-Street)
Soaces Suneved
Total Number of
(On & Off-Street)
Soaces Occunled
7o Occuprncy
6:00 AM 485 34 7o/o
8:00 AM 485 210 43o/o
9:00 AM 485 234 48o/o
l0:00 AM 485 264 54Vo
ll:00 AM 485 32s 67%
12:00 PM 48s 354 73%
1:00 PM 485 287 59%
2:00 PM 48s 284 59%
3:00 PM 485 282 s8%
4:00 PM 485 238 49%
5:00 PM 485 234 48o/n
5:00 PM 485 305 63%
7:00 PM 485 348 72o/"
8100 PM 485 tt2 23o/o
Figure 6 - Total Parking (On-Street and Off-street) Accumulation in Study Area (Weekday) rN(
sri
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70x
60x
sts
{&i
tos
20s
!0f
o( tll
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Parking occupancy analysis indicates that there is sufficient parking supply available to meet the existing parking demand within the study area. However, recent field observations show spillover parking into adjacent residential neighborhoods, particularly in the vicinity ofthe intcrsection of Wool Street and Figueroa Street. This spillover parking could be because customers/visitors are not fully utilizing the public parking lots available within the District and would like to park close to their destinations. Existing spillover parking is not discussed in detail in this study as occupancy survey data was not available for residential sheets. 7-fl Kimloy+loln
LI/ \ andAssouaw,rnc.
ll January 16,2009

01/11/2022 Item No.15.

City of Folsom Historic District Folsomt
CaliforniaParking Implementation Plan Uodate
lleekend (Friday Evening)
On-Street Parking Occupancy
Table 5 summarizes the average on-street parking occupancy between 6:00 p.m. and 9:00 p.m. -on a typical weekend (Friday) for the entirJstudy area, and Figure Tihows the on-sheet parking occupanciess. As shown in Figure 7, between 65 percent and73 percent of on-street parking spaces are occupied between 6:00 p'm. and 8:00 p.m. This percentagc drops to 54 percent at 9:00 p.m. The peak on-street parking demand (73 percent) ocours at about 6:00 p.m., although the on-street parking demand is at 7:00 p.m. (70 percent) is close to the peak.

Table 5 - Summary of On-SFeet Parking Occupancies (Weekend) Time Total Number of On-Street
Spacer Surveyed
Total Number of On-Street
Spaces Occupied 7o Occupency
6:00 PM t62 ll8 73o/o
7:00 PM 162 t13 70%
8:00 PM 162 106 650/"
9:00 PM 162 87 54o/a
Figure 7 - Study Area On-Street Parking Occupancy (Weekend) tm'3
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aos
JOX
20r
16 o*
E =
d d
Off-Strect Parking Occupancy
Off-skeet parking lots within the study area have slightly higher occupancies than on-street parking when averaged over the entire study area for the weekend peak period. Table 6 surnrnarizes the off-street parking occupancies between 6:00 p.m. and 9:00 p.m. Figure 8 shows that off-street parking lots sustain an occupancy averaging 92 percent between 7:00 p.m. and 8:00 p.m., then drop dramatically to about 36 percent around 9:@ p,m. The peak off-street parking demand occurred at 7:00 p.m. and at 8:00 p,m. with 92 percent occupancy.
s Historical parking data indicate that Friday evenings represent the highest period ofdcmand for weckends when compared to Saturday aftemoons and evenings, and Sundays, This determination excludes special events suoh 8s Famors Market. a *Oacu
7,-fl Klnlsv+lor|
L-f7 I andnsoam,in.
l2 January 16,2009

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParkino Imolementation Plan Uodate
Time Total Number of Off-Street
Spacer Suweyed
Total Number of Off-Street
Spaces Occupled 7n Occupancy
6:00 PM 323 255 79%
7:00 PM 121 296 92%
8:00 PM 323 296 92%
9:00 PM 323 l16 36%
Toble 6 - Summary of Off-street Parking Occupancies (Weekend) tr'igure S - Study Area Off-Street Parking Occupancy (Weekend) lo0tr
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70%
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50%
4016
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8 The observations might indicate that most of the off-street parking spaces are being used by restaurant users which peak around dinner time within the study area.

At the district level, occupancy in the parking lots in all individual zones stay relatively high with an averuge occupancy of approximately 72 percent for Zone l, 78 percent for Zone 2, and 73 percent for Zone3.

Appendix B contains detailed graphs and tables for individual zones showing the average number ofvehicles parked in each parking lot between 6:00 p.m. and 9:00 p.m.

Total Parking Occupancy and Accumulation
Daily Parking Accumulation (On plus Off-Street) in Study Area:

Table 7 summarizes the weekend on-street and off-street peak parking demand for the study area. Figure 9 shows the daily accumulation ofparked vehicles (both on and off-street) within the study area. Parking spaces at 6:00 p.m. are occupied at77 percent, climbing to a peak of 84 percent at 7:00 p.m. and 83 percent at 8:00 p.m., and significantly decreasing to 47 percent at 9:00 p.m. This weekend evening profile is indicative of short-term restaurant parking demand where the profile shows high occupancy during the evening dining period.
7,-fra Kimlsv-Hryn
L.rI/ \ andAssoqaps, rnc.
13 Ianuary 16,2009

01/11/2022 Item No.15.

City of Folsom llistoric District Folsom,
CaliforniaParking Implementation Plan Update
Table 7 - Summary of On-Street and Off-Street Parking Occupancies (Weekend) Time Total Number of (On & Off-
Street) Spaces Surveyed
Total Number of (On & Off-
Street) Spaces Occupled 7o Occupancy
6:00 PM 485 373 77%
7:00 PM 485 409 84o/o
8:00 PM 485 402 83o/o
9:00 PM 485 230 47o/o
Figure 9 - Total Parking (On-Street and Off-street) Accumulation in Study Area (Weekend) tr.l
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O COPM 7 00P&t 8:OOPM 9:00PM
Peak Occupancy in Study Area:

The study area reaches its peak parking demand tt7:00 p.m. (84 percent), although the parking demand at 8:00 p.m. (83 percent) is very close to the peak parking demand indicating a long peak. The peak on-$treet and off-street o""upur,cy in the study area is shown in table Z and in Figure 9, Overall, the parking supply6 in Folsom Historic District is more than half utilized during the weekend peak period. Typical downtown areas peak around 7:00 p.m. and 8:00 p.m. because this is the time that restaurant uses peak with many short-term visitors coming to the downtown for dinner on weekends. Folsom Historic District weekend peak is indicative of a predominantly restaurant-based commercial mix.

Conclusions
Based on the data collection and analysis of existing supply and weekend peak demand, there is sufficient parking within the study area to accommodate current weekend demands. While some zones experience relatively high demands, overall, there is available parking within the entire study area. However, based on data collected prior to the completion of the new 330-space parking structure, the District's overall weekend occupancy is nearing "practical capacity" of 85 percent occupancy. This finding, although moot with the completion of the new structure, indicates the need for providing additional public parking. 6 Since thc parking occupancy suryeys were not conducted at all on-street and off-site parking locations, peak occupancy for weekday is compared to the actual number ofparking spaces surveyed (485 spaces)' 7'-Jl Kimlev.Hryn
L. 17 \ arnlssociatw,tnc
t4 January 16,2009

01/11/2022 Item No.15.

Gity of Folsom Historic District Folcom,
CaliforniaParkinq n Plan Uodate
Parking occupancy analysis indicates that there is sufficient parking supply available to meet the existing weekend peak parking demand within the study area. However, recent field observations show spillover parkrng into adacent residential neighborhoods during weekend evening, particularly in the vicinity of the intersection of Wool Street and Figueroa Street. This spillover parking could be because customers/visitors are not ftlly utilizing the public parking lots available within the Disfict and would like to park close to their destinations. Existing spillover parking is not discussed in detail in this study as occupancy survey datawas nol available for residential streets.

Parking Model Dwelopment
The first step towards determining the future parking demand is to develop and validate a parking model that accurately predicts/mimics existing conditions. The steps involved in developing and validating the existing parking model include:

L ldentifu existing land uses which rely on publicly available parking within the snrdy area. The model excludes existing land uses which provide private parking exclusively for their patrons.

2. Use Institute of Transportation Engineers' (ITB) Parking Generation, 3rd Edition, 2004 and Urban Land Institute (ULI) Shared Parking, 2nd Edition, parking generation rates to establish un-calibrated parking generation rates.

3. Adjust base parking generation rates to reflect specific conditions in Downtown Folsom (detailed text about adjustments is discussed later in this document)'

4. Adjust time-of-day profilcs to reflect local conditions.

5. Adjust rates to reflect amount of transit, bicycle, walk, and captive trips within the study area.

Captive trips reflect people who park once within the study area and visit multiple land uses.

6. Use the model to predict existing peak parking demand using the adjusted rates and the existing land uses.
7 . Compare the model-predicted peak parking demand and time-of-day hourly parking profile with the peak parking demand and time-of-day hourly profile observed in the occupancy surveys. Adjust (calibrate) parking generation rates, time-of-day profiles, and/or other factors as necessary, and repeat in an iterative manner.

The parking model is validated if the difference in model-predicted peak parking demand and the observed peakparking demand is within *10 percenl. Also, validation is achieved when the model-predicted time-of- day hourly profile closely matches observed profiles. Once validated for existing conditions, the parking model is used to project future parking demand.

Existing Land Uses
The existing land use information for the study area was provided by the City of Folsom. Land use $Tes were grouped by general catcgory bccausc of similarities (e.g., rctail). Table 8 bclow shows the landuse categories used to aggregate existing land uses along with the square footages by zone.

As mentioned earlier, existing private land uses which provide parking exclusively for their patrons are excluded from the parking model.

Tafl Klnkry-Hotn
Lff \ amlssoqats,inc.
15 January 16,2009

01/11/2022 Item No.15.

Gity of Folsom Historic District Folsom,
CallforniaParkinq Implementation Plan Uodate
Table 8 - Existing Land use Types and Square Footages
Land Use Type
Eristing Square X'ootage
Tnnel Zane2 7,one3 All Zones
Retail 13,843 48,241 8,880 70,964
Restaurant 0 8,000 5,500 13,500
Office 6,922 7,525 24,117 38,564
ClublBar/Tasting Rooms 4,690 3,750 0 8,444
Theator (Seats) 0 ll5 0 ll5
Museum i Exhibit Space 0 0 15,703 15,703
Total 25,455
67,516
115 Theater
Scatr
54,200
l47,l7l
l15 Theater
Serts
Parking Generation Demsnd Rates
Parking demand is estimated based on parking generation rates published by the Institute of Transportation Engineers' (ITE) ParHng Generation,3rd Edition,2004 and the Urban Land Institute's (ULI) Shared Parking, 2nd Edition. Because thc ITE and ULI rates are developed from isolated suburban land uses poorly served by transit, they do not represent the true parking demand generated by uses located in walkable, mixed-use districts such as downtown Folsom. Therefore, the rates have been adjusted to reflect l) the unique parkrng generation characteristics of Folsom, 2) linked trips whereas people park once in a public parking spacc and walk to multiple locations, 3) internal non-auto trips whereas people who reside in or near downtown walk to commercial establishments,4) a reasonable level of transit use, and 5) the interaction of uses at sites with multiple land use t1ryes (mixed use internal capture).

The adjusted parking demand generation rates for a typical weekday and weekend are summarized in Table 9 The rates summarized in Table 9 include additional adjustment factors including:
r Two (2) percent reduction for hansit trips
r Two (2) percent reduction for bicycle trips
r Three (3) percent reduction for walk trips,
r Fifteen (15) percent reduction for captive trips
Table 9 - Adjusted Parking Demand Generation Rates for Weekday and Weekend Land Use
Weekday
(12:00 to
l:00 p.m.)
Weekend
(7:lX) to
8:00 o.m.)
Unlts
Retail 4.00 3.00 Spaces per 1,000 sq.ft. (Gross Floor Area) Restaurant
Fine Dining 8.50 15.00 Spaces per 1,000 sq.ft. (Gross Floor Area) Casual Dining 6.50 12.00 Spaces per 1,000 sq.ft. (Gross Floor Area) Office 3.15 0.04 Spaces pcr 1,000 sq.ft. (Gross Floor Area) Club/Bar/Tasting Rooms 0.43 15.00 Spaces per 1,000 sq.ft. (Gross Ftoor Area) Theater 0.07 0.32 Spaces per seat
Flltl Krmlw-lJom
\.,I7 \ amlssoqate,rnc.
l6 January 16,2009

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParkino Imolementation Plan Uodate
Parking Model Validation - Weekday
Following the calibration process described above, the parking model was used to predict existing weekday conditions. The results were compared to the observed weekday parking occupancy for existing land uses (Observed parking occupancy is summarized in Section II). The results of the comparison are summarized in Table l0 below:

Table l0 - Comparison of Parking Model Calibration Results with Observed Parking Occupancy - Weekday
No. Item Model Predictlon of
Demand Observed Demand Percent
Difference
I Existing Peak Weekday
Parking Demand 420 spaces 354 spaces l9o/o
,, Existing Peak Hour l2:00 Noon 12:00 Noon N/A
3 Existing Peak Demand
Periods
l1:00 a.m. to 2:00 p.m.
6:00 p.m. and 7:00 p.m.

I l;00 a.m. to 2:00 p.m.
6:00 p.m. and 7:00 p.m. N/A
As per thc parking model, the weekday peak parking demand is 420 spaces and the peak parking demand observed using occupancy survey is 354 spaces, a difference of 66 spaces, or a 19 percent difference.

However, the occupancy surveys performed by the City did not cover the entire study area, certain on-street segments and certain portions of the off-street parking lots were not included. Therefore, these parking spaces need to be included in the comparison. As shown in Table 1, the total existing parking supply (excluding the parking garag e rnZone3?; within the study area is 555 spaces. The parking occupancy slweys covered a total of485 spaces, a difference of70 spaces.

Using a conservative assumption that 50 percent of the spaces that were not surveyed during the parking occupancy surveys would be occupied during the weekday peak hour would add approximately 3 5 space s (70 x 0.50) to the existing observed peak parking demand of 354 spaces, resulting in a combined 0otal of 389 spaces. With the inclusion of the un-surveyed parking spaces, the difference in the weekday peak parking demand estimate from parking model is within l0 percent of the observed weekday peak parking demand (420 vs. 389). Hence the parking model is considered validated for existing weekday conditions. Detailed calculation sheets and graphs related to the calibration and validation of the parking model for weekday are shown in Appendix C.

Parking Model Validation - Weekend
Utilizing the calibration process described above, the parking model was used to predict existing weekend conditions. The results were compared to the observed weekend parking occupancy for existing land uses' The results of the comparison are summarized in Table 11 below. It is important to note that parking occupancy surveys were conducted only between 6:00 p.m. and 9:00 p.m. on a weekend (Friday Night).

The model predicted weekend peak parking demand is 422 spaces and ths observed peak parking demand is 409 spaces, a difference of 12 spaces, or 3 percent. Based on this finding, the parking model could be concluded as validated. However, as the occupancy surveys did not cover the entire study area' certain on- steet segments and certain portions of the off-street parking lots were not included. Therefore, these parking spaces need to be included in the comparison. As shown in Table l, the total existing parking supply (ixcluding the parking garage in Zone 37; within the study area is 555 spaces. The parking occupancy surveys covered on a total of485 spaces, a difference of70 spaccs' 7 The parkilg garage was not open to public and was still under construction at the time ofoccupancy surveys' 7'-Jl Kinlsv-ilo.n
Lff \ anonbanam,inc.
t7 January 16,2009

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CallforniaParkins Imple mentation Plan Uodate
Table 11 - Comparison of Parking Model Calibration Results with Observed Parking Occupancy - Weekend
No. Item Model Predlctlon of
I)emand Observed llemand Percent
Difference
1 Existing Peak
Weekend Parking
Demand
422 spaces 409 spaces 3%
2 Existing Peak Hour 8:00 p,m. 7:00 p.m. N/A
3 Existing Peak Demand
Periods
l:00 p.rn. to 3:00 p.m.
7;00 p.m. to 9:00 p.m. 7:00 p.m. and 8:00 p.m. NIA
Using a consorvative assumption that 50 percent of the spaces that were not surveyed during the parking o""upancy surveys would be occupied during the weekday peak hour would add approximately 35 spaces (70 x 0.50) to the existing observedpeakparking demand of409 spaces giving us a combinedtotalof 444 spaces.

Even with the inclusion of the un-surveyed parking spaces, the difference in the weekend peak parking demand estimate from parking model is within l0 percent of the observed weekday peak parking demand (422 vs. 444).Hence tlie parking model is considered validated for existing weekend conditions. Detailed calculation sheets and graphs related to the calibration of the parking model for weekend are shown in Appendix D.

Future Patking Supply and Demand Andysis
This section of the report discusses future planned development, and provides a future parking supply and demand analysis within the study area. As directed by the City, the future development scenario is constrained bythe amount of futureparking supply achievedby the addition ofone (l) new parking structure.

This new structure is assumed to be constructed on the Trader Lane lot. Initial analysis efforts considered multiple sfiucfures and locations tfuoughout the District. The full, District-wide future parking supply assessment is provided in Appendix E. A detailed parcel-by-parcel list of District parcels and their assumed development status is provided in Appendix F.

The purpose of this analysis is to estimate the amount of future available parking supply, and the "o11"*ponding
amount of funrre development, which can be acsommodated by the addition of a single new parking struciure on the Trader Lane lot. Consistent with current Historic District desip guidelinesE, this single structure would have a 50-foot height limitation. The amount of future available parking supply correlates into an amount of supported future development. The future parking supply is approximated as the sum of excess existing parking supply after accounting for parking demand generated by existing and planned/approved development, and the parking supply that could be accommodated in a new Trader Lane structure.

The methodology utilized to estimate the amount of allowable future development for the Historic District is as follows:

1. Determine the total number of parking spaces that could be accommodated in a Trader Lane structure, consistent with the 50-foot height limitation. Ground floor retail is assumed to be accommodated in this structure.

2. Using the parking demand rates calibrated for existing conditions, estimate the parking demand for planned/approved projects. Parking demand for the parking structure's ground floor retail is included in this estimate.
8 Historic Disrrict Design and Developmenl Guidelines, City of Folsom, October l, 1998' TfJl Klnl€v+lcrn
LI7 I andAsocnres,,rrc.
l8 Ianuary 16,2009

01/11/2022 Item No.15.

City of Folsom Historic District
Parking Implementation Plan Update
Folsom,
California

3. Estimate total future parking demand by adding the parking demand for planned/approved projects, including the structure's ground floor retail, to existing parking demand.

4. Subtract the total future parking demand from the total future parking supply within the Dishict to obtain the total excess or (deficit) ofparking spaces. The future parking supply does not include the existing I 25 surface parking spaces on the Trader Lane lot that would be lost with construction of the new parking structure.

5. Add the total excess or (deficit) parking spaces to the parking spaces estimated for the proposed Trader Lane structure (from Step l) to obtain total available parking spaces for future development.

6. The total available parking spaces are reduced by l0 percent to account for practical capacity, resulting in net total available parking spaces for future development. 7, Estimate the amount of future development that can be accommodated by the net total available parking spaces (from Step 6).

It is important to note that the "planned/approved projects" include only the Scalzi development located in the northwest corner of Sutter/Scott intersection, as well as the Historic Folsom Station (Rail Block).

Furthermore, because existing land uses (excluding the spccialfy uses such as ClublBar/Tasting Rooms, Theater, Museum/Exhibit Space) within the Historic District are classified primarily as retail, restaurants, or offices uses, future development was also similarly allocated across these three land use t)ryes.

Future Porking Supply
Future On-Street Parking Supply
The future on-street parking supply incorporates Sutter Street, Wool Street, and Scott Street modifications associated with the Historic District Streetscape Project, as well as seven (7) additional on-street parking spaces are added on Leidesdorff Street between Gold Lake Drive and Reading Street. The number of future on-street parking locations, as well as the number of spaces provided ate shown in Figure 10. Table 12 zummarizes the future number ofparking spaces along each street and total parking spaces foreach zone. The study area contains a total of 237 future on-street parking spaces.

Future Off-Street Parking Suopllr
The future off-street parking supply is comprised of existing off-street parking facilities, the new 330-space parklng structure in the Rail Block, and planned public spaces as part of known new development. Loss of parking spaces from new development includes 110 spaces with development of the Rail Block, and 125 spaces with the development of a parking structure on the Trader Lane lot. An additional 5l public spaces are added in Zone I with the development of the Scalzi site.

The number of future off-street parking locations, as well as the number of spaces provided are shown in Figure I 1. Table 12 summarizcs the future number of off-street parking spaces in each zone. There are a total of 491 future off-street public parking spaces in the study area.

Total Future On- and Off-Street Parking Suoply
Tablc 12 summarizes the total futwe number ofparking spaces by zone and in total. There are 728 total future on-street and off-street parking spaces within the study area.

The future on- and off-streetparking supply of 728 spaces is 173 spaces more than the existing parking supply prior to the complstion of the new parking structure, and 179 spaces less than the existing parking supply after completion of the structure.
7,ffl Kinlsv+lon
L-f/ \ arxiAssocratm,irrc.
19 January I 6, 2009

01/11/2022 Item No.15.
t,
TE
0t
tr
=.tt'5
f,.,.t
XX
Zone lll
On-Street
Parking
Spaces
Zone I
LEGEND
E
Zone ll
Figure 10
Folsom Historic District Parking
Future On-Street Parking Supply<=n
Kimley-Horn
and Associates, lnc,

01/11/2022 Item No.15.
c
E2
sPaces
B
330
sPaoBs
A - Baker Lot
B - Parking Structure
C - Riley/Scott Lot
D - Scalzi
E - Rail Block
(Eliminated w/ site development)
F - Trader Lane
(Eliminated w/ parking structure development)
LEGEND
Zone I
Zone ll
Zone lll
Figure 11
Folsom Historic District Parking
Future Off-Sfreet Parking Supply7lI,A nrrev'no$
\lI7 \ and Asociates, lnc,

01/11/2022 Item No.15.

Gity of Folsom Historic District Folsom,
CallforniaPa rkinq Implementatlon Plan Uodate
Table 12 - Summary of Future On-Street and Off-Street Parking Supply by Zone Tnne OFStreet Public
Parking Supply On-Street Parking Supply
Total
Existing
Supply
I
Riley St. / Scott St.
(Powerhouse) Lot 82
Riley St. - Sutter St. to Figueroa St. 7
Sutter St. - Riley St. - Scott St. t2
Scalzi 5l
Scott St. - Leidesdorff St. to Sutter St. l8
Scott St. - Sutter St. to Figueroa St. t2
Suhtotal 133 Subtotal 49 182
u
Riley St. - Sutter St. to Figueroa St. 7
Wool St. - L,eidesdorffto Sutter St. l0
Wool St. - Sutter St. to Figueroa St. 9
Leidesdorff St. - Wool St. to Riley St. ll
Sutter St. - Wool St, to Riley St. l0
Subtotal 47 47
ilI
Baker Lot 28
Reading St. - North of Leidesdorff St. l0
Reading St. - LeidesdorffSt. to Sutter St. 0
Reading St. - Sutter St. to Figueroa St. l0
Parking Stnrcture 330
Gold Lake Circle 24
Decatur St. - Sutter St. to Figueroa St. l8
Wool St. - Leidesdorff St. to Suttor St. 9
Wool St. - Sutter St. to Figueroa St. 8
LeidesdorffSt. - Decatur St. to Wool St. 23
Sutter St. - Reading St. to Decatur St. l8
Sutter St. - Decatur St. to Wool St. t4
LeidesdorffSt. - Gold Lake Circle to
Readins St.
7 Sabtotal 358 Subtotal 141 499
Totd Off-Street Spaces 491 Total On-Street Spaces 237 728 Note: Excludes off-street parking supply gained in proposed Trader lane parking structure.

Existing plus Future Parking Demand
In context of this study, future parking demand is defined as a demand for parking that cannot be accommodated by individual on-site, private supply. Therefore, this demand must be accommodated by the municipal parking supply, either on-street or off-street. Because the data collection and analysis ofexisting supply and demand indicated a supply surplus, it can be assumed that, although frequently observed, the study area does not experience spillover parking into surounding neighborhoods resulting from a parking supply deficit during typical weekdays and weekends. Therefore, the future parking demand analysis focuses on the study area, and does not include the surrounding neighborhoods. The purpose ofthis analysis is to:
7l-Jl nmFt,.nfln-:fZ \ andlseocjates,'rt.
22 January 16,2009

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParkinq Implementation Plan Uodate
1 . Estimate existing plus future parking demand and determine whether the existing and planned public parking supply (including the proposed Trader Lane parking structurc) is suffrcicnt; and

2. If existing plus future demand exceeds supply, determine if there is the potential for spillover parking into adjacent residential neighborhoods.

For this study, the demand generated by future Disfrict residential uses is assumed to be accommodated on- site. Residential visitors, and employees and patrons of the commercial uses, are assumed to park off'site and rely on the public parking supply. Based on these assumptions, the funre parking demand is estimated.

Futuro Land Uses
As previously stated, the future development scenario is constrained by the amount of future parking supply achieved by the addition of one (l) new parking structure. This new structure is assumed to be consbucted on the Trader Lane lot, and incorporatc ground floor retail. Based on a preliminary schematic and feasibility evaluation (Figure 12), 442 spaces can be accommodated in this structure. The net available parking spaces within the District, after accounting for existing and planned/approved parking demand and practical oapacity, is up to 425 spaces. This level of parking supply (425 spaces) was determined to accommodate approximately 55,000 square feet ofretail, 27,00A square feet ofrestaurant, and 20,000 square feet ofoffice uiis in addition to the planned/approved projects and ground floor retail within the Trader Lane parking structure.

The future retail and restaurant square footages were estimated using the existing proportion of retail and restaurant square footages within the District. The total future development that could be accommodated is 121,850 square feet, including t 9,850 square feet of ground floorretail within the proposed parking structure.

Table 13 shows the land use categories and square footages representing future land uses.

Table 13 - Future Land Use Types and Square Footages
Land Use ffie
Future Square Footage or Ilwelllng Units
Planned /
Approved
Projccts
Treder Lane
Structure
Ground
F'loor Retail
Additional
Development
Accommodeted
by 442 Space
Treder Lane
Structure
Total Future
I)evelopment
Retail 32,908 19,850 55,000 107,75E
Restaurant 11,700 27,000 38,700
O{fice 31,301 20,000 51,301
Club/BarlTasting Rooms
Theater (Seats)
Museum / Exhibit Space
Residential
(Dwelline Units - D.U.) 60 60
Total ?5,909
60 D.U. 19,850 102,000 197,159
60 D.U.
7,ffl Kitnl€v-Horn
L,IZ \ andAsociarc, rnc.
23 Ianuary 16,2009

01/11/2022 Item No.15.
t
:

J
'l
\ '---.-"t/
I
r4
[E
-.,-
I
V
I
ir9.8
I
I
l
i"'
I
I
-t^J\JTA
I
'i1" RI LI ctrJI
Itonel I I I I I
-. ra.

BoE
/,
-t
\1,
Figure 12
Trader Lane Parking Structure Details7l,fl-:--=-'n\I/ \ ano Associaleq Inc

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParkinq Imglementation Plan Update
Existiag plus Future Parking Supply and Demand
Using ttre aOjusted parking generation demand rates and the trip reduction percentages for tansit, bike, walk, and captive trips, the parking model predicts existing plus future weekday and weekend parking demand.

Table 14 presents the results of the determination of the amount of future development which can be accommodated by the available District parking supply with the addition of a Trader Lane parking struchre' Table 14 - Permissible Future Development Based on Future Parking Supply Step # Steps Weekday Weekend
I Estimated Parking Spaces in Tradet Lane stnrctur€ zl42 spaces 442 spaces 2 Parking Demand for Planned/Approved Projects 256 spaces 215 spaces Existing Parking Demand 420 spaces 422 spaces
3 Total Parking Demand 676 spaces 637 spaces
4 Future Parking Supply (excludes the existing surface and proposed structure parking spaces in Trader Lane Lot)
I 728 spaces 728 spaces
Excess (Defrcit) Parking Spaces 52 spaces 9l spaces
5 Available Parking Supply for Future Development
(stepl+step4) 494 spaces 533 spaces
Parking Demand for Wrap-Around Retail 64 spaces 64 spaces Total Available Parking Supply for Future Development 430 spaces 469 spaces 6 Practical Capacity Reduction t0% l0o/o
Net Tolal Available Parking Supply for Future
(90% ofstep 5) 390 spaces 425 spaces
Future Lrnd Uges Quantity
Peak
Weekday
Demrnd
Peak
Weekend
Demand
7 Retail s5,000 sF 176 spaces 132 spaccs
Restaurant 27,000 sF 162 spaccs 292 spaces
Office 20,000 sF 50 spacos I space
Total 102,000 str' 3EE rprcer 425 rpacer
lThefrrtureparkingsupplyinctudes23gon-streetspacesand4gloff-streetspacesforatotalof?30spaces.Theofl rtrcct parking spaces includes the following:
- Powerhouse [,ot = 82 spaces
- Baker Lot = 28 spaces
- Rail Block Parking Structure = 330 spaoos
- Scalzi:51 spaces
As shown in Table 14, based on the future parking supply limitations (390 weekday and 425 weekend), an assumed future development scenario of 55,000 square feet of retail, 27,00A square feet of restaurant' and 20,000 square feet of office uses should be assumed and utilized in future planning efforts for the District.

Accognting for assumed construction timelines and logical, sequential implementation of District development, the anticipated parking supply and demand were plotted to graphically depict parking conditions in the District over time. This information is provided in Figure 13. 7,-fl Kimlsv+lotn
\,I7 \ anOPbsociates, trr.
25 January 16,2009

01/11/2022 Item No.15.

Califomia
Fol$m,City ol Fdsm Hiitoric Dinrict
Parking lmplementation Plan Update
1,400
1,200
1000
g
6 A8oo
!9
!
6q
o
! soo
E:z
400
200
0 ooooooootsidNNNNdfifi664q<€q9qqoh64h4@@oo@@rrrFFFo€@dad6 6 6 q 6 6 i i i i -: nn'r,fn -,,+ n +a n i I t.r t I f:,1 i I a f f n ! ! q i 1l ! 5 ! f i'r1 1 E ! E =
s" ! E g $ i *' g E * g E g 3 t g g i g E 6 i g E s' 3 i E I i *" E i s g = s I E s I = ;" E E s g = .8" E ! s F = g ! Modh & Year
TOtrocsDsnc] Jees
-Total
Pa*intDemand
-Total
Parking suPplY
t---------
in parking
-tlnt
I
--J
lncrease12)(Jul
spaces)
Build-out
(120
Full
demand
St:ltionFolsom
Fobom stztion Phrs€ I (MBy fol -
h€rease ln partiq demand {20 spacesl
Linear increase forfuture development overS years {@ 4
spacesevery month starting Jan 2o11to Dec 2018,
lncreas€ in parking demand (64 spaes) for the wrap
around retail within TEder Lane pa*ing structurc
,tt
It,t
sprce5l due ro dlc
t nc tot (tu| U)
t
I
I
T
tItI
,
-- --------------t
rossof II
I lncrcsc in pcrkirg supply (tlp cp!c6) doe to rha
co.rstru6bn of Trader Lanc partint 3rruduf? 0ul 1ll
Figure 13 - Parking Supply aud Denand Timetine i
It! Kinlev-Hom
f7 \ andA<$iatr lm

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParkino Im plementation Plan Uodate
Adequacy of City's Cutrent Patking Strategy
Currently, the City of Folsom requires a flat parking ratio of I space per 350 square feet for all land use types within the Historic District. Assuming that all new development will provide parking in one form or another (i.e., either build parking on-site or contribute to the cost of public parking equivalent to their on-site iequirement), Tabti 15 estimates the total future parking supply needed by new development using the City's existing parking ratio. As shown in Table 15, new development would result in 348 spaces.

Table 15 - Estimate of Fufure Parking Supply Based on Current Parking Ratio Future Land Use
(Square Footage)
Clty's Exlstlng
Parking Ratio
Total Estimated
Future Supply
(soaces) Needed
Entire
District 121,850 I space per 350 sq. ft. 348
Note:

The estimates above do not include rcquirements for residential visitor parking that misht be located off-site.

This analysis indicates that using the City's cunent parking ratio (l space per 350 square feet) would result in a numbeiof spaces that would be less than the maximum deficit of 400 spaces (see below) calculated using the calibratedparking demand rates developed in this report. The City's current ratio would under-provide parking by approximately 50 spaces.

Revised Average Flat Parking Rate to Accommodate Parking Delicit The peak parking demand, with a factor to reflect practical capacity, is 1,128 spaces. The amount of future parking supply is 728 spaces, which is 400 spaces less than required.

For these 400 spaces to be provided through development requirements, the City could revise the existing parking ratio of I space per 350 square feet to 1 space per 305 square feet (see calculations below). . Peak weekday parking demand for existing plus future conditions :1,128 spaccs (676+ 64+388 =7,128 perTable 14)
o Future parking supply (existing plus proposed):728 spac€s r The peak weekday parking demand for existing plus future conditions exceeds the future parking supply by a total of398 spaces (1,128 - 728:4OO)
o City's revised parking ratio : 121,850 sq. ft. of new development at I space per 305 square feet will be equat to approximately 400 spaces.

Individual Parking Ratio by Land Use Types
ff ttt" City
"ttose
to apply individual parking ratios by land use types, then individual parking ratios for each future land use t)rye iJ estimated using the future land use square footages, adjusted peak weekday parking demand, and the number ofparking spaces required. The future land uses were divided into retail, restaurant (fine dining and casual dining), and offrce uses. Table 16 shows the calculations of individual parking rate by land use types, assuming 400 spaces (one parking structure) are required to meet the deficit.

TtJfN Kinloy+'loln
\. 17 \ and Assocht6, lrE
27 January 16,2009

01/11/2022 Item No.15.

Clty ol Folsom Historic District Folsom,
CaliforniaParkinq Imolementation Plan Uodate
Land Use
tr'uture
Lsnd
Uce
Square
Footages
(A)
Adjusted
Weekday
Peak
Demand
Ratesl
(B)
Estlmated
Demand t
(c){A)x(B)
x80%
o/o
Percent
(D)
No. of
Pkg.

Speces
Needed
(E)
Spaces
Requlred by
Land Use
Type
(r)=(D)x(E)
Approximate
Individual Parklng
Rrtlo
(G)=(A)(r)
Retail 74,850 4.00 240 s3% 398 2lt I Space per 350 sq. ft.

Restaurant
Fine
Dining
Casual
Dinine
l3,5oo
13,500

8.s0

6.50 92
70 2A%
t6%
398
398
80 64
I Space per I 70 sq. ft.

I Space per 210 sq. ft.

Office 20,000 3.15 50 tt% 398 43 I Space per 460 sq. ft.

Total 121,850 452 100'/a 398 398 I Sprce per 305 sq. ft.

I Adjuctcd wcekday peak demand rates from Table 9.
2 S,etimated demand inoludes adjustnent for lransil walk, bike, and captive trips (a total of 2070).

Tabte 16 - Individual Parking Ratio by Land Use Types (Based on Need for 398 Spaces) Conclusions
The overall conclusions of this analysis result in the following:
r The Cify should begin construction of a Trader Lane parking structure in July 2011, at which point the District-wide parking occupancy is anticipated to be approximately 80 percent. An assumed 12- month construction timeline will allow the parking structure to bc completed, and operational ahead of the completion of the final phase of the Historic Folsom Station project inluly 2012. r The curent ratio of 1 space per 350 square feet would result in about 348 spaces and would fail to aocommodate the projected maximum deficit of 400.
r A revisod ratio of I space per 305 square feet would result in about 400 spaces and would adequately accommodate the maximum deficit of 400 spaces.
r Individualratiosbylandusetyperangingfrom I spaceper lT0squarefeetto I spaoeper460square feet would result in about 400 spaces, which would accommodate the maximum deficit.

ASSESSMENT OF PARKING STRUCTURE SITES
Identification of Potential Sites
As part of the Request for Proposals for this project, as well as a carry-over from lhe 2002 Plan, the City identified six (6) potential sites for the constnrction of additional Historic District parking supply. Through preliminary discussions with City stafi this initial list of six sites was subsequently reduced to five (5) with the elimination of one site determined to be generally infeasible, and the least desirable location of all potential sites. As such, the assessment of parking structure sites focused on the following five locations:

7. Folsom Hotel
This site is generally described as the vacant ravine behind the Folsom Hotel, adjacent to Riley Street. Access would likely be provided from Figueroa Street and/or the alley between Sutter Steet and Figueroa Street.

2. Gold Lake Center
This site is generally described as the vacant, earthen embankment adjacent to the Gold Lake Center commercial development, along the north side Leidesdorff Street in the vicinity of Wool 7l-fl Ki/nlsvfiqn
L-rI7 \ andAlgoc€16, im.
28 January 16,2009

01/11/2022 Item No.15.

Gity of Folsom Historic District Folsom,
CaliforniaParking Implementa tion Plan Update
Street. Access to this site would likely be provided from Leidesdorff Street and from the existing surface parking lot within the Gold Lake Center property.

3. Moose/Eaglos Lodges
This site is generally described as the parcels currently occupied by the Moose and Eagles Lodges located east of Scott Street, between Riley Sheet and Sutter Street. Access would likely be provided from Sutter Street and/or Scott Street.

4. Riley/Scott
This site would replace the existing surface parking lot located south of Riley Street between Leidesdorff Street and Scott Street. Access would be provided from Scott Street.

5. Trader Lane
This site would replace the existing Trader Lane surface parking lot. Ground level access would be provided from Wool Street and/or Leidesdorff Street.

These five potential parking structure sites are depicted in Figure 14.

Evaluation Criteria and Matrix
In order to evaluate and provide a meaningful relative comparison of the five potential parking sfructure sites, five evaluation criterion were identified:
a. Capacity: Does the site contribute toward lessening future parking deficit? b. Implementation: Does the site minimize implementation effects on existing parking supply, businesses, and circulation?
c. Site Accessibility: Is the site located near District generators and localized parking deficits, and is visible?
d. Community Considerations: Does the site provide for mixed-use opportunities and incorporate urban design characteristics?
e. Cost Considerations: Does the site incur reasonable construction costs? The evaluation mahix provided in Table 17 provides a sunrmary of the evaluation of the five potential parking structure sites. More detailed concepts for each of the sites are provided in Appendix G.

Table 17 - Parking Structure Site Evaluation Matrix
Slts Allomatlve Assesemenl Evaluatlon Crltsllon Foltom
Hotsl
Gold LaKa
Conisl
l{oo3e,
Etdld
Rllsy,
Scoll
Trador
Lrno
a Contlbules towed lessenh,g fuaue Parthg dellclt?
o o o o o
b Minlmlzes lmptemanlallon efrecls on exlsling suqqly, businesses, snd cltculsllonT O o O o o
c ls localad near Dislict gene/atots and lacalll"'d paRing defrcits, and i8 visibla? o o o o o
d Provtdos for mlxsd-uso oppoftunitlos and lncoryorctos utban dosign chalacloisllcs? o o o o o
e lncu|s raasonable construclion co6l?
o o o o o
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Poorly Addresses Criierion Moderately Addrescs Criterion Effectively Addres* Crit€rionAddreses Criterion 7 -fl
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01/11/2022 Item No.15.

Fignrre 14
Parking Stnrture Evahntlon Sites
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01/11/2022 Item No.15.

City of
Parkino
Folsom Historic District Folsorn,
CaliforniaImolementation Plan Uodate
As demonstrated in Table 17, the Trader Lane and Moose/Eagles sites were determined to most effectively address the site evaluation criterion. Conversely, the Folsom Hotel and Gold Lake Center sites were determined to most poorly address the criterion. As previously discussed, subsequent discussions with the City determined thai the Trader Lane lot should be the preferrsd location considered for the development of a new parking structure. The evaluation conducted as part of this effort supports the direction offered by the City.

Conclusions
Based on the aforementioned evaluation of the five potential parking structure sites, the Trader Lane and Moose/Eagles sitcs wcre determined to best satisry the established criterion for the addition of Historic District parking supply. Therefore, these two sites are recommended for design implementation according to the outcomes of this study. The City's subsequent direction to consider only a single skucture on the Trader Lane lot is consistent with the outcome of this effort.

PARKING IMPLEMENTATION STRATEGIES
Because the City of Folsom's Historic District is anticipated to realize a parking deficit of approximately 400 spaces at build-out, it is necessary for the City to consider various strategies on how best to address this anticipated shortfall. This section provides a menu of potential general parking stategies, and presents a series of specific recommended near-term and long-term strategies for the Historic District.

Obiectives
According to the Historic District Design and Development Guidelineso,"Because historic downtown lot sizes and development pattems were established prior to the advent of the automobile, however, the opportunities for individual sites in the Sutter Street Subarea to provide on-site parking are severely constrained. In order to preserve the historic structures and ambiance of this area, the City has assumed a share ofthe responsibility for providing adequate parking for the entire Subarea." Fufihermore, the Guidelines specify that "All uses must provide parking spaces conforming to City standards as established by this document, the Folsom Municipal Code, and any other adopted City ordinances, policies and requirements. The parking requirement may be met by providing spaces on-sitc (if found appropriate through the design review process) or on nearby property controlled for that purpose for the life ofthe use' The typical means of providing required parking in this Subarea is property-owner and/or business-owner financial participation in community-planned-and-operatedparking facilities, establishedunderthe aegis of the City of Folsom or its Rcdevclopment Agency and subject to the design review process." As such, the overall objective ofparking strategies for ths City of Folsom's Historic District revolve around the Guideline's principles in which the City is a stakeholder in the development of adequate parking supply for the District. This adequate parking is acknowledged to be comprised of both structured and other off- street surface parking facilities.

Historic District Usets and Neede
Parking strategies, in general, need to accommodate the multiple users ofthe Historic District' The mixed'use nature ofthe District dictates that thc users includc rcsidcnts, residential visitors, light-rail transit (LRT) users and commuters, customers (non-residential visitors, shoppers, diners), employees, delivery and public services (police, fire, refuse, etc.), special event visitors, and residents ofthe surrounding neighborhoods. e The City olFolsom, Historic District Design and Development Guidelines, City of Folsom, October l, 1998.

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01/11/2022 Item No.15.

Gity of Folsom Historic District Folsom,
CaliforniaParkinq Implementatio n Plan Uodate
Each of these user groups have their own specific needs, most significantly distinguished by the duration of their parking demand.

The parking strategies described herein specifr the particular users that are anticipated to benefit from the various parking sffategies. The ultimately selected parking strategies, in cumulative, should address each of the multiple District users' needs.

Historic District Parking Principlee
A vibrant, economically viable and successful Historic District (i.e., "downtown") combines both public and private parking opportunities to create an environment in which visitors park once, and walk to multiple destinations. AsspecifiedintheDistrict'sGuidelines,privatedevelopmentisessentiallyexpectedtorelyon the public parking supply to accommodate nonresidential parking demand. As a result, where public parking suppty is shared 6y uses with varying and complementary peak periods of demand, the concept of "shared pariing" is introduced. For example, office uses in the District generate their peak parking demand in the mid-moming and early aftemoon timeframes, whereas restaurants generate their peak demand midday and in the eveningC. These two land uses can effectively share a lower number of parking spaces than if each use was required to accommodate its own pcak demand. This "sharing" ofparking supply is in contrast to typical suburban parking requirements where each building is required to provide parking on-site for its own users, but rarelyfully utilizes its own supply. According to the Urban Land Institute's Shored Parking (Second Edition) "...shared parking has been a fundamental principle of downtownplanning fromthe earliest days of the automobile."
The following figures (Figure I 5 and Figure 16) illustrate the concept of shared parking. Figure 15 is an example of the amount of parking provided based on minimum parking requirements or standards. This approach is based on providing each land use a minimum number of parking spaces as if it were an isolated u*i. figut" 16 illustrates the actual utilization of the parking spaces for each land use by time of day. Since different land uses have peak parking demands at different times, the land use can effectively "share" a cornmon pool ofparking spacos, as long as the highest demand ofthe day can be accommodated. The result of shared parking is a lower total number of parking spacos than if each individual use is required to provide for its own peak period.

Figure 15 - Minimum Required Parking Example
Required Minimum Parking
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01/11/2022 Item No.15.

City of Folsom Historlc District Folsom,
CaliforniaParking Implem entation Plan UDdate
Figure 16 - Minimum Shared Parking Example
Shared Parking Utilization
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In addition to increasing the efficiency of a limited parking supply, the concept of shared parking reduces the overall cost of providing parking. In downtown areas where development intensity and floor area ratios are high, blocks and individual parcels are small, and land uses are predominantly small businesses, it can be prohibitively expensive to provide parking which satisfies typical zoning code requirements, particularly if structured or underground parking is required. Typical downtown areas have the advantage of being able to combine resources to fund and maintain a common pool of parking for all users. In addition to the principle of shared parking, there are several general principles that should guide decisions regarding parking in a downtown core. These principles include:
l. Provide adequate, but not excessive public parking supply.

2. Provide a simple, easily understood parking environment with adequate way-finding.

3. Maximize the provision of on-street parking as a primary source of short-term customer parking, and enforce time restrictions.

4. Statcgically locate municipal lots to provide short-term and long-term parking. Identi$ at least one location for the eventual construction of a parking structure within the core when needed.

5. Gradually implement pricing as a parking management strategy to reduce long term parking in the downtown core, to balance the level of utilization between on- and off-street parking, and to recover the costs of operating and maintaining parking facilities.

6. Provide options for long-term parking including long-term parking within the core controlled by pricing and free or low-cost long-term in the periphery of the core.

7. Improve the walkability of the downtown to encourage employees to park farther from the downtown core.

8. Ensure high-quality pcdcstrian connections.

9. Protect neighborhoods from spillover parking.

The strategies identified below are consistent with the principles described above.

Parking Management and Implementation Strategies
The implementation ofparking management strategies is intended to ultimately result in more efficient use of limited parking resources. A number of parking management strategies coutd be implemented within the Historic District to address the existing and the projected, future parking conditions. Potential parking management strategies include:
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01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParking Impl ementation Plan Uodate
l. Update Private Parking Requirements

2. Establish and Implement In-Lieu Parking Fees

3. Improve Management of Rail Block Parking Sfucture

4. Implement Residential Permit Parking or Alternative Neighborhood Protection

5. Establish Public Parking Phasing Threshold

6. Establish Loading and Delivery Strategies

7. Implement On-Street Parking Management Strategies

8. Implement Off-Sheet Fublic Parking Management Strategies

9. Establish and Implement Valet Parking

10. Implement Additional On-Street Parking
1 1. Establish Pricing Strategies

12. Establish Parking Demand Reduction Strategies

13. Address LRT Commuter Parking in the District
The following is a discussion of each of these strategies and associated near- and long-term implementation recommendations:

Update Pfivale Parking Requirements
Currently, the City of Folsom requires a flat parking ratio of I space per 350 square feet for all land use types (retail, offices, restaurants, museums, etc.) within the Historic District. The previously documented detailed parking analysis indicated that this requirement is not sufficient to address the future parking needs of the District. As per the parking analysis, the District proposes to add approximately 121,850 square feet (SF) of commercial use, in addition to existing land uses and known planned/approved projects. Utilizing the City's existing requirement of I space per 350 SF, the additional proposed development (121,850 SF) will require approximately 350 parking spaccs.

The parking analysis also indicated that using the City's current parking ratio (l space per 350 SF) for fi.rture parking demand would under-provide parking by approximately 50 spaces.

Recommendation #l: Update the private parking requirements in the Municipal Code to accommodate existing and future parking demand.

The parking analysis evaluated the adequacy ofthe existing flat parking ratio to meet future parking demand. As per the parking analysis, in order to meet the future weekday parking demand, the City should either increase its current parking ratio from 1 space per 350 SF, to I spaoe per 305 SF, or adopt separate parking ratios for retail (l space per 350 SF), restaurants (1 space per 170 SF for fine dining,andlspaceper2lOsFforcasualdining),andoffice(lspaceper460SF)uses. Byadjusting the parking ratio, the Disnict would be able to accommodate the future parking demand.

In the near-term, the City should consider increasing the flat parking rate from I space per 350 SF to I space per 305 SF to meet the future parking needs. In the long-term, the City should consider adopting separate parking ratios for retail (l space per 350 SF), restaurants (1 space per 170 SF for fine dining, and I space per 210 SF for casual dining), and for offrce (l space per 460 SF) uses.

Adopting separate ratios for different uses will allow the City to more accurately identiff future parking needs.
2, Eslablish and Implement In-Liea Ptrking Fees
Under this strategy, developers are allowed to pay a fee inJieu of providing on-site parking spaces traditionally required by the Municipal Code. The revenue collected by this fee is used to finance public parking spaces. This strategy gives developers an option to eitherprovide the parking required or pay a fee if it is infeasible to construct parking on-site. Alternatively, a development may provide some parking on-site and provide the batanoe required through payment of the in-lieu fee. This I
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californiaParkino Imolementation Plan UDdate
approach is highly applicable in downtown areas where development opportunity sites are small, and providing on-site parking is difficult and often expensive. Since the City uses Redevelopmcnt Funds to finance public parking spaces in the Disfict, the revenue oollected could alternatively be used to pay for a Parking Enforcement Offrce position.

Recommendation #2: Establish and implcmcnt in-lieu parking fees to provide options for developers within the District.

A number of development opportunities exist within the District. However, the size of the development for most of these opportunity sites is small because of existing uses, and it would be difficult for developers to provide the on-site parking spaces required by the Municipal Code. An in- lieu parking fee provides the developer an option ofpaying a one-time fee for each parking space not provided on-site, thus encouraging development within the District. Cities are often faced with a dilemma wherc they would like developers to invest in their City, but do not provide developers with an option where they can rely on public parking facilities to meet their parking dcmand by paying an in-lieu parking fee. Parking for development sites where providing on-site parking is diflicult or expensive typically relies upon on-steet parking. Increased on-street parking demand has the tendency to discourage customers from visiting.

As a long-term parking strategy, the City could establish and implement inJieu parking fees. The timing ofthe in-lieu parking fee could coincide with the City's decision (ifimplemented) ofadopting separate parking ratios for retail, restaurants, and office uses with the District.

3. Improve Mantgement of Rail Block ParNng Slructure
The recently constructed Rail Block public parking structure is currently used by Historic District employees, customers, and Light Rail Transit (LRT) commuters. Improved management of the diffcrent users will result in more effective utilization of public parking resources.

Generally speaking, it is recommended that the City institute a simple, straight forward management strategy that is easily understood by all users of the parking structure. The most effective parking management strategy will simpliff structure enforcement, and will meet the expectations of current and future Historic District users. With that said, it is also recommended that the City continue to preserve the ultimate intended use of the strucfure, with minimal, strategic, short-term deviations to most effectively address current economic, development, and user conditions.

This topic is discussed in detail, and implementation recommendations are provided later in this documentwithin the "Assessment of City's 5-YearParking Management Plan" portion ofthe "Other Considerations" section on Page 53.

4. Imptement Residentiat Permit Parking or Alternative Neighborhood Prutection This strategy has multiple objectives, primarily to protect residential neighborhoods surrounding the District from spillover parking. This strategy would allow residents of the District to obtain permits to park on streets in the surrounding neighborhoods, provided that there is sufficient on-street parking capacity to accommodate the needs of the neighborhood. The revenue generated by this shategy may be used to administer, and enforce, the residential permit parking program, or may be used to fund improvements specific to the neighborhood in which the permit was sold (e.g., traffic calming, landscaping, streetscapes, etc.).

Recommendation #4: As development intensifies in the District, it is recommended to periodically monitor parking conditions to determine if residents are parking on-street, or within surrounding neighborhoods. If so determined, develop and implement a program to administer and enforce a Residential Permit Parking Program (RPPP).

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CaliforniaParkino ImDlementation Plan Uodate
Criteria for triggering the need to implement permit parking also need to be established. There are two purposes for these criteria: a) for Historic District residents to park in public spaces within the District area, and b) to minimize impacts of spilloverparking in surrounding neighborhoods (District visitors parking in the adjacent neighborhoods).

Criteria for a) includes: More than l0 percent of the public parking spaces are being utilized by Historic District residents (e.g,, overnight parking) on a regular basis. Criteria for b) includes: A neighborhood association registered with the City's Planning Department circulates a petition, and obtains signatures for 60 percent or more of the households in the area. It is also critical that the City has conductcd a parking study to demonstrate that spillover parking is occurring.

The City of Folsom has an ongoing neighborhood Permit Parking ordinance which will enable neighborhoods to establish permit parking zones. Also, recsnt field observations indicate spillover parking into adjacent neighborhoods, particularly in the vicinity of the intersection of Wool Street and Figueroa Street. This spilloverparking could be because customers/visitors are not fully utilizing the public parking lots available within the District, and would like to park closer to their destinations.

In the near-term, the City does not need to implement an RPPP for neighborhoods adjacent to the intersection of Wool Street and Figueroa Street. However, the City should continue to monitor this, and other neighborhoods for spillover parking as growth intensifies within the District. A RPPP is an inconvenience for residents, and should be avoided as long as practical.

The long-term strategy is to establish an RPPP, if found to be needed. A RPPP should be implemented gtadually, and applied only to neighborhoods that are experiencing spillover impacts. If implementation of RPPP in one neighborhood is determined to push the impact to an adjacent neighborhood, the RPPP should be expanded to that adjacent neighborhood.

5. Establish Puhlic Parking Phasing Threshold
As per the parking analysis, the future parking supply (on-street and off-street) within the District is 730 spaces. The estimated existing parking demand for a weekday is 420 spaces which is approximately 50 percent of the future parking supply. The parking demand for planned/approved projects within the District is estimated to be 256 spaces, With the construction of all planned/approved projects, the parking demand of676 spaces (existing + planncd/approved projects) would be approximately ?9 percent of the future parking supply within the District.

The parking analysis indicated an additional 121,850 SF of commercial development is feasible within the District without exceeding the parking capacity of a future parking structure. A 422 space parking structure is proposed at the existing Trader Lane Lot, which will in turn eliminate 125 off- sheet parking spaces. With the elimination of the Trader Lane Lot, the parking demand of 676 spaces (existing + planned/approved projects) would be approximately 93 percent of the future parking supply within the District. Typically, the construction of any new parking facility begins when the parking demand reaches 85 percent ofthe parking supply. This approach ensures that enough parking spaces are available during the period of construction. Accordingly, the construction ofthe proposed parking skucture at the Trader Lane Lot should begin when the parking demand ofplanned/approved projects reaches 80 percent (205 spaces).

Recommendation #5: The City should start construction of the parking structure at the Trader Lane lot when the district-wide parking demand reaches approximately 85 percent of the available parking supply at the time, or when approximately 80 percent of the planned/approved projects' parking demand occurs within the District.
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City of Folsom Historic District Folsom,
CaliforniaParkinq Implementation Plan Uodate
In the near-term, the implementation of planned/approved projects should be closely monitored to determine when 80 percent of the development's parking dcmand is reached. Any additional loss of parking spaces within the District should also be closely monitored.

In the long-term, the construction of a 422 space parking structure should begin when the parking demand within the District reaches 85 percent of the available parking supply.

6. Establish Loading and Delivery Strategies
Loading areas for the delivery of goods, merchandise, and supplies is essential for the economic health of the District. Deliveries should be accommodated through a combination of on'site loading docks, on-street loading zones restricled to certain hours, and permanent on-street loading areas.

Larger development projects should provide on-site loading.

Smaller, or otherwise constrained sites may be served by on-street loading zones that are restricted to loading in the eady morning hours and afterward revert to public parking. These loading aroas are project-specific, but should be selected to serve several properties. These restricted loading areas should be as convenient as possible to the service entrances of the buildings they serve, but if not feasible, loading zones should be on side streets or in the rear ofthe buildings.

The Distict should provide several permanent on-street loading zones disnibuted in all three zones to permit deliveries throughout the day. The City's Municipal Code requires commercial uses where iarge amounts ofgoods are received and shipped to provide adequate loading and unloading space to handle the volume and frequency of the truck traffrc (Section 17.57.060). The City requires the loading zones be a minimum of lO-feet wide, 35-feet long, and l4-feet high.

Recommendation #6a; For large developments, the City should recommend on-site loading and unloading zones.

Cunently, the City's Municipal Code does not require large developments to provide on-site loading and unloading zones, which puts the burden upon on-steet parking spaces to serve as loading and unloading zones. For these large developments, additional on-street parking spaces are required (as per Municipal Code Section 17.57.060) which are likely to reduce the general availability of on-street parking spaces for customers/visitors within the District. Therefore, it is recommended that in the near-term the City add a provision within their Code which requires large developments to provide on-site loading and unloading zones.

Recommendation #6b: Based on the location of existing and anticipated commercial businesses, identifu and implement restricted and permanent loading zones on curbs with parallel parking.

With the arnount of development proposed within the District, sufficient on-street loading and unloading spaces should be provided to accommodate the needs of the future developments. The following locations are recommended for on-street loading and unloading zones (Note: the exact location of existing loading and unloading zones are not known and the recommcndations are made based on anticipated future demand from proposed developments):
. Trader Lane between Wool Street and Riley Street
o Sutter Street between Reading Sheet and Decatur Street r Sutter Street bctwcen Dccatur Street and Wool Street
r Sutter Street between Wool Street and Riley Street
r Sutter Street between Riley Street and Scott Sheet
r Leidesdorff Steet between Gold Lake Drive and Wool Street o Scott Street between Riley Street and Sutter Street
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Gity of
Parkino
Folsom Historic District
ImDlementation Plan Uodate
The City should maintain flexibility to change the location of loading zones in response to changes in development. In the near-term, some on-street parking spaces along the recommended sections should be dssignated as loading and unloading zones during the off-peak hours.

In the long-tern, some of these off-peak loading and unloading zones, which are heavily utilized, should be designated as permanent loading and unloading zones without time restrictions. This approach should only be done ifthe loss ofon-street parking spaces does not significantly affect the parking supply, and additional on-street parking spaces exist within the surroundings. The timing for permanent loading and unloading zones could also be coordinated with the construction of the Trader Lane parking stnrcture, as the parking supply within the District will be increased and the loss of on- street parking spaces is compensated.

7. Implement On-Streel Parhing Mtnagement Strflregies
Most streets within the District have on-street parking. Along Leidesdorff Street, Wool Street, and Sutter Street, angled on-street parking is provided. Some of the on-street spaces are delineated with pavement markings, but most streets have no parking space delineation. Under future conditions there are a total of 239 on-street parking spaces. Table 12 ofthis report details the on-street parking locations within the District.

On-street parking is used by employees, customers, and visitors of the District. To some extent, existing on-street parking is used by LRT commutcrs as parking enforcement is not strictly provided.

Proper on-street parking management will increase its efliciency by making sure that adequate parking is available within the Dishict to accommodate shod-term peak parking demand. Shoppers, diners, and commercial visitors will comprise the majority ofpeak period parking demands in future Folsom. This group of users has short-term parking needs (3 hours or less). Therefore, the time restriction and potential pricing strategies discussed below are intended to serve this group ofusers.

Time Resftictions
Time Restrictions are intended to maximize parking turnover of the most convenient and therefore, the most valuable, spaces in the District. The objective of this strategy is to reserve on-street parking spaces in proximity ofretail land uses within the District for customers, whileproviding unrestricted parking in the periphery for employees or residents.

Existing on-strs€t parking occupancy results indicate peak weekday demand of approximately 80 percurt to 85 percent and the peak to be between I l:00 a.m. and 2:00 p.m. During the weekend (Friday evening), the peak on-street parking donand is approxim ately 7 5 percent with the peak time between 6:00 p.m. and 8:00 p.m. Parking demand in many downtowns peaks around noon to 1:00 p.m. as this is the time that retail/restaurant uses peak during weekdays. The District weekday peak is indicative of a predominantly retaiUrestaurant based commercial mix. For the weekend, the observations suggest on-street parking spaces are being used by restaurant users, which peak around dinner time within the study area.

Approximately 75 percent of the District's on-street parking should be restricted to short-term parking. While time restrictions can vary depending on the needs of the adjacent land uses, the basic time limit should encoruage the desired tumover (typically | %to 2 hours). Longer term parking should be provided within the immediate periphery, or near outer ends of the District (e.9. Sutter Street east ofScott Street, Canal Street, Reading Street, and Bridge Street). These streets should be restricted to l0-hours, or left unrestricted in the near-term. The Crty may provide shorter time restrictions for street segments at the request of property owners' Folsom,
California
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01/11/2022 Item No.15.

CiW of Folsom Historic District Folsomt
CaliforniaParkinq Im n Plan Uodate
The following streets within the District cunently have time restrictions:
r Wool Street: Between Sutter Street and Figueroa Street (2-hour limit) r Wool Sffeet: Between Sutter Street and Leidesdorff Street (3-hour limit) r Sufter Street: Between Wool Street and Reading Street (3-hour limit) r Gold Lake Drive (3-hour limit)
r Decatur Sheet: Between Sutter Street and Figueroa Street (3-hour limit) I Leidesdorff Street: Between Wool Street and Gold Lake Drive (3-hour limit) However, these time restrictions are not enforced, and do not cover all streets within the District.

Recent parking tumovcr surveys conducted in January 2008 show vehicles parked throughout the day at some of these on-sheet parking spaces.

Criteria/Guidelines for Time Reslrictions
o Maintain consistent time restrictions within the District. Avoid piecemeal time restrictions unless there are compelling reasons to change.
. Time restriction serving the commercial core should be 2 hours (the average time parking in downtown's nationally is 90 minutes).
r Propert/ owners may petition for time restrictions less than 2 hours on the streets which their property is located, but the change should be applied to the entire street. The majority of property owrers fronting the street (at least 5l percent) must agree to the change in restriction. The City may require a parking tumover survey to support changes to the time restriction.
r 30-minute time restrictions may be used for streets serving very high intensity retail activity where rapid turnover is required (e.g., post office, banks, ATMs, dry cleaners, etc.). . Long-term parking (no time restriction except standard 72 hour limit) should not be signed.

Designation of unrestricted parking should be based on whether or not:
o The parking area is conducive to employee and resident parking outside of the Distict;
o There is adequate on-street parking capacity (85 percent or less occupied); and o The current adjacent uses on either side oftle sfieet do not require high turnover Parking.
r Unrestricted long term parking should be provided adjacent to residential development (not mixed use) and in the periphery of the Historic District based on the above criteria.

Recommendatlon #7a: Change the existing 3-hour parking restrictions to a 2-hour parking restriction within the District. Install revised parking restriction signs on these streets. Consistent enforcement of the time restriction is necessary to maintain adherence.

Recommendation #7b: Adopt the time-restriction recommendations described above. IdentiS 30- minute parking zones on streets serving high intensity retail or service activity. Also identif, long- term parking within the immediate periphery or near outer ends of the District (e.g. Sutter Sheet east of Scott Street, Canal Street, Reading Street, and Bridge Sheet).

In the near term, no change to 3-hour parking reskiction is needed. However, enforcement of time restriction is recommended to maintain adherence and to acclimate downtown parkers that enforcement is being consistently applied. Parking tickets, which only give a warning to vehicles parked longer than the time allowed, may be issued during the acclamation period. 7,fn Kinlov+lom
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Gity of Folsom l{istoric Dietrict Folsom,
CaliforniaParkinq lmolementation Plan Uodate
In the long-term, as the development intensifies within the District, it is recommended that all on- street parking within the commercial core be limited to 2 hours and parking tickets (appropriate amount should be decided by the City) be issued to vehicles violating the time limits. Parking enforcement could also be coordinated with the construction of Trader Lane parking structure as more parking will be available for long-term parkers.

8. Implement OlfStreet Puhlic Parking Management Strotegies Within the District, off-sheet parking lots were obscrvcd to have occupancy averaging 58 percent between l1:00 a.m. and 3:00 p.m.(with ?l percent occupancy at 12:00 noon), then a drop to 43 percent and 52 percent between 4:00 p.m. and 5:00 p,m. Between 6:00 p.m. and 7:00 p.m., the parking occupancy increases to 70 percenl and 78 percent before dropping dramatically to 2l percent at 8:00 p.m. Thc incrcasc in the carly evening coincides with the peak dining period. Thc peak off- street parking demand occws at 7:00 p.m. with 78 percent occupancy.

Nearly all existing off-street parking lots within the District have a 3-hour time limit on parking.

However, these time limit parking restrictions are not enforced, and the recent parking tumover suruey conducted in January 2008 showed vehicles parked in off-street public parking lots throughout the day.

Recommendation #8a: Restripe existing off-street parking lots to enhance the delineation of the parking spaces.

Recommendation #8b: Remove existing 3-hour time limit from all off-street parking lots and charge a parking fee based on number ofhours parked.

Removing the existing 3-hour time limit and charging a parking fee based on the number of hours parked will provide options for employees, commuters, and visitors who need to park for a longer duration. The parking fee charged will provide revenue which can be used for the operation and maintenance of ths off-street parking facilities.

In the near-tenn, the City does not need to make any changes and should continue with the 3-hour time limit for all off-street parking lots within the District, As the development within the Disbict intensifics, the City should start parking enforcement by issuing warning tickets.

In the long-term, the City should remove the 3-hour parking limit from all off-street parking lots and institute parking oharges based on the number of hours parked. Also, during the construction of the Trader Lane parking stucture, the City should identify off-street parking lots within the vicinity of the District to be used as over-flow in case the parking spaces within the District are fully utilized.

The City should encourage employees to utilize off-street parking during the construction of Trader Lane structue.

Recommendation #8c: Identifu off-street parking lots within the vicinity of the District, and encourage employees to use these parking lots during the construction of the Traders Lane parking structure.

9. Esnblish and Implemeut Valet Parking
A total of approximately 39,000 SF of future restaurantuse is either planned or estimated within the District. Identif,ing on-street and off-street valet parking locations within the District will provide much needed convenience for the restaurant patrons. Restaurants peak during the mid-day (noon to 2:00 p.m.) for lunch, and during the evening (6:00 p.m. to 8:00 p.m.) for dinner' 7-Jl Kifill€v+lom
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01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParkinq Implementation Plan Uodate
Recommendation #9: Almost exclusively used for restaurants, this shategy increases parking capacity as well as convenience for restaurant patrons. The City should permit restaurants, or other commercial businesscs, to institutc valct parking through a conditional use permit, including permission to reserve one to fwo parking spaces in front ofthe businesses to conduct valet operations.

Valet parking can utilize private parking facilities through agreements with the facilities' owners.

In the near and long tcrm, thc City may consider valet parking operations to be used by restaurants during the evening (6:00 p.m. to 8:00 p.m.). This requires establishing conditional use permits, reserving portions of off-street public facilities for valet parking, and allowing ressryation of curb space for valet operations.

10. Implenenl Additional On-Steet Parking
One approach to increasing the public parking supply is to implement angled parking spaces on appropriate existing streets. The minimum street width to accommodate angled parking on one side ofthe street and parallel parking on the other side is 53-feet for 60-degree angled parking, and 50-feet for 45-degree angled parking. These street widths allow for a wider lane adjacent to the angled parking so that vehicles backing out ofthe parking spaces do not encroach into the opposing fravel Iane. A minimum curb to curb width of 50-feet is needed for streets to have angled parking.

Currently, angled parking exists on Leidesdorlf Street, west of Wool Street, and on Wool Street, north of Sutter Street. Streets with sufficient widths to accommodate angled parking should be identified within the District to increase on-street parking supply.

Recommendatlon #10s: Identifu steets within the District with sufficient widths to accommodate angled parking.

In the near-term, additional on-street parking spaces as suggested by the City's S-Year Parking Managernent Plan(Jantary 2008) should be implemented. Additional on-streetparking spaces which involve the Trader Lane Lot should be coordinated with the construction of the Trader Lane Lot parking structure.

In the long-term, the City should conduct a detailed study to identiff streets within the District where angled parking could be implemented.

I I. Establish Pricing Strategies
Currently within the District, parking is provided free of charge. There is minimal parking enforcement and, therefore, no source of revenue for the City. As per the Cily's S-Year Parking Management Plan (January 2008), the installation of parking meters within the District is not recommended, citing the installation and maintenance costs, as well as the potential of diverting funds away from other more beneficial improvements. It is also speculated that the implementation of parking meters could drive customers away to nearby shopping districts without parking fees.

While the perception of deterring patrons away from the District may be true for the near-term, it may play less of a role for future conditions. The District can accorrmodate future commercial development of approximately 121,850 SF in addition to the already planned/approved projects. The future development of the District is likely to attract more customeni, and lack of available on-street parking due to time limit violations, and no parking enforcement would also discourage them from visiting. Parking meters are typically found in most downtowns within Califomia.

In the long-term, the City should install parking meters for on-street parking spaces on streets where the recommended two-hour parking restriction is implemented. As suggested in the City's S-Year Plan, the City should continue to explore the feasibility of creating either a full-time parking enforcement position, or using help from volunteer agencies to perform parking enforcement. The revenue generated from the parking meters could be used to fund the parking enforcement officer. 7 -fl
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4l January 16,2009

01/11/2022 Item No.15.

Gity of Foleom Historic District Folsom,
CaliforniaParkins Imp lementation Plan Update
Recommendation #lla: In the long-term, the City should install parking meters for on-street parking on streets where the recommended two-hour parking restriction is implemented, Recommendation #1lb: Create a full-time parking enforcement officer position. Installation of parking meters should be gradual and should start with streets serving retail/restaurant uses which require short-term parking. Also, strict parking enforcement should be performed for effective utilization of on-street parking spaces. As development intensifies within the District, parking meters could be installed on additional streets.

Instead of parking meters, the City should consider installing newer parking machines which can accommodate various payment methods (coins, bills, credit and debit cards, and by cellular telephone or Internet), charge only for time parked, incorporate multiple rates, and have the flexibility to vary rates by time of the day. One parking machine could be installed on each street for all on-street parking spaces on that street. The customer using the on-street parking space on that street buys a parking permit from the machine for the time parked and displays this parking permit on the dashboard of the vehicle for verification by the parking enforcement officer. These newer parking machincs also produce receipts and record data for auditing, thus preventing fraud, and also record parking utilization data for planning purposes.

Unbundled Cost of Parking
The cost of parking is typically included in the sales price, or rent of housing. While not a cornmon practice today, the City should provide developers flexibility to separate the cost ofparking from the cost or rent of the units, as long as the maximum parking requirements for the development, as a whole, are met. This approach provides a financial incentive for, and athacts, those households with low or zero auto ownership. The developer may be able to separate the cost ofparking from all the units, a portion of the units, or offer additional spaces for monthly lease. It would be important that buyers and renters are made aware that they are not paying more for parking, but that the cost of parking is simply being separated out from tho other costs of purchasing or renting a unit.

Recommendation #1lc: Explore allowing developers to unbundle the cost of parking from dwelling unit sales price or rent. Let developers decide whether there is a market for implementing this innovative parking technique.

12. Esnblish Purking Demand Reduction Sttategies
This strategy is aimed at reducing the parking demand within the District. This approach could be accomplished by encouraging alternate modes of travel (transit, bicycle, and walk), by providing shuttle services which connects remote parking, and by guaranteeing rides home. The City's S-Year Parking Management Plan (January 2008) identified a number of parking demand reduction methods that could be accomplished within the District to reduce the dependence on parking. The methods discussed inthe Plan included:

Transit Incentives: "Encourage use of Light Rail and bus transit by subsidizing transit fares and allowing flexible work schedules."
Remote Parkine with Shuttle: onlntroducing an off-site location for employee parking and providing a safe and convenient shuttle system can displace long-term parked vehicles out of the District and open up moro space for visitors. This can be done on a regular basis or during special events, but may require employee incentives to encourage its use." Pool Vehicles / Guaranteed Rides Home: "Employers can create incentives by guaranteeing the employee that they will have a ride to their car or home at any time necessary. Some districts will also purchase a small number of fuel efficient, low-cost vehicles that will be available to any employee that needs to use one to run an enand or for ovemight use.'o 7-fl Kimlov.l'lom
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42 January 16,2009

01/11/2022 Item No.15.

City of Folsom Historic District
Parkino Imolementation Plan Update
Folsom,
California
ValetlPedicab Services: "The Chamber of Commerce created valet parking and volunteer pedicab programs last year, which were successful methods of improving the usc of less desirable parking spaces". The City should continue the successful implementation of the Valet/Pedicab program last year and expand ifpossible.
lmnroving Walk and Bicvcle Access: "A consistent network of safe bicycle and pcdcstrian trials, coupled with storage and shower facilities can promote non-motorized hansportation use, freeing up additional parking for customsrs". The Plan identified the current Streetscape effort and bike storage facility in the Rail Block public parking structure as near-term parking strategies.

Recommendation #12: Implement the parking demand reduction shategies suggested by the City's S-Year Parking Management Plan (January 2008).

In the near-term, the City should encourage employers to subsidize transit fares, continue the Valet/Pedicab program, and provide bike storage facilities within the District. In the long-term, the City should identiff remote parking areas outside the District and encourage employee parking within these parking areas with convenient shuttle service (financed through a Business Improvement District or service provided by RT).

13. Address LRT Commuler Parking in Disffict
The presence of Light Rail Transit (LRT) introduces a layer of complexity in the evaluation and asscssment ofparking management strategies in the Historic District. A recent strategy to address the inevitable presence of LRT users within the new Rail Block parking structure was developed in which 100 LRT parking permits would be provided, for a fee, with an established expiration date.

Furthermore, District-wide, various time limit parking reshictions have been implemented to further combat the effect of these daily, long-term parking users.

Recommendation #13: It is recommended that the City institute simple, straight forward parking management strategies that are easily understood by all users of the District's parking supply, including the new Rail Block parking sfucture. The most effective parking management shategy will simplifi enforcement, and will meet the expectations of current and future Historic District users. With that said, it is also recommended that the City continue to preserve the ultimate intended use of the Rail Block parking structure, with minimal, strategic, short-term deviations to most effectively address current economic, development, and user conditions.

As discussed later in this document, the near-term conditions of the Rail Block parking structure are recommended to be considered as follows:
r Level 4 (roof) is the least desirable parking, as it is uncovered and requires the most circuitous rou0e to access. This level should be utilized by the longest term parkers including light rail and employees.
o Level I (ground level) is the most desirable parking, as it offers the most convenient access to light rail, adjacent existing commercial uses, and the future Rail Block development. This level should be utilized by the shortest term parkers including primarily Historic Dishict visitors.
. Levels 2 ard3 are essentially overflow parking for Level 4 (roof) and Level l.

The City's contemplated 6-hour maximum time limit within the structure may be a viable temporary option, but it is viewed as a fatal flaw in the long-term management of the parking structure. Parking structures are typically intended for long-term parkers (6+ hours), especially employees, with the shorter-term parkers using on-street and other off-street parking supply. 7-fl Klnle'/-Hom
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01/11/2022 Item No.15.

Gity of Folsom Historic District Folsom,
CaliforniaParking Implementation Plan Update
Light rail and employee passes could be considered as an altemative to the 6-hour maximum time limit, although it does not address long-term customers (customers who park longer than six hours are rarQ. As such, it may be advantageous to designate floors I and,2 with a 3-4 hour limit for customers (must be enforced), and a floors 3 and 4 with light rail permits and employee permits (also must be enforced).

Also as discussed later in this document, in the long-tsrm, the light rail parking issue needs to be addressed because, ideally, over-management of the garage parking is not recommended, as a simple enforcement system is ultimately desirable. Considering the increase in light rail ridership, the City and Regional Transit should address the long-term parking demands (i.e., remote parking, new RT structure, etc.).

Furthermore, it is acknowledged that the actual parking demand at the Historic Folsom light rail station may be limited more by the capacity of the Regional Transit Gold Line, as opposed to the supply ofparking. This theory should be considered in the ultimate parking supply decisions that are made within the Historic District.

Summary of Recommended Strategies
Near-Term Strategies
The near-term parking shategies identified in the Parking Management and Implementation Strategies section above include the following:
s. Increase the current parking ratio from I space per 350 SF to I space per 305 SF. b. Monitor neighborhoods, especially the neighborhood adjacent to the intersection of Wool Street and Figueroa Street, for spillover parking as development intensifies within the District. c. Monitor the implementation of planned/approved projects to determine when 80 percent of the parking demand occurs within the District.
d. Add provision to tlre City's Municipal Code requiring large developments to provide on-site loading and unloading zones.
e. tdentifr existing on-street parking spaces which could be used for loading and unloading during off- peak hows.
f. Enforce parking restrictions by issuing waming parking tickets during an acclimation period. g, Identi$ time restricted, on-street valet parking spaces to be used by restaurants dwing the mid-day (noon to 2:00 p.m.) for lunch, and during the evening (6:00 p.m. to 8:00 p'm.) for dinner' h. Add on-street parking spaces as suggested by City's S-Year Parking Mansgement Plan (larnnry 2008).
i. Encourage subsidized transit fares and continue operating the Valet/Pedicab program. Also, identi$ additional bike storage facilities within the Dishict.
j, Implement City recommended parking managementshategy within the Rail Blockparking structure.

Lons-Term Strategies
The long-termparking stratcgies identified in the Parking Management and Implementation Strategies section above include the following:
a. Adopt separate parking ratios for retail (l space per 350 SF), restaurants (l space per 170 SF for fine dining, and I space per 210 SF for casual dining), and for office (l space per 460 SF) uses. b. Establish and implement in-lieu parking fees. The timing of the in-lieu parking fees could coincide with the City's decision (if implemented) of adopting separate parking ratios for retail, restaurants, and office uses with the District.
o. Gradually implement a Residential Permit Parking Program (RPPP) in neighborhoods experiencing spillover parking impacts.

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01/11/2022 Item No.15.

City of Folsom Hietoric District Folsom,
CaliforniaParkinq Implementation Plan Uodate
d. Start construction of a 422 space parking structure on the Trader Lane Lot when the district-wide parking demand reaches approximately 85 percent of the available parking supply at the time, or when approximately 80 percent of the planned/approved projects' parking demand occurs within the Dishict.
e. Identifr heavily utilized off-peak loading and unloading zones and designate them as permanent loading and unloading zones without time restrictions.
f. Restrict all on-street parking within the District to 2 hotus and enforce parking restrictions by issuing parking tickets.
g. Remove the 3-hour parking limit from all off-street parking lots, and institute parking charges based on the number of hours parked. Also, during the construction of the Trader Lane parking structure, the Cify should identi$ off-street parking lots within thc vicinity of the District to be used as over- flow in oase the parking spacos within the District are fully utilized. Identifr permanent off-street valet parking spaces for existing and future restaurant uses throughout the District. h. Conduct a detailed study to identiff streets within the District where angled, on-street parking could be implemented.
i. Gradually implement parking meters for on-streetparking spaces on streets serving retail/restaurant uses.
j. Continue to explore the feasibility of a full-time parking enforcement position, or volunteer help. k. Encourage Pool Vehicles/Guaranteed Rides Home program. l. Work with Regional Transit to fully and appropriately address the Light Rail Transit parking situation within the District.

FUNDING STRATEGIES
This section provides infonnation about the different types ofparking costs and different financing options and strategies. The information focuses on structured, free parking as the City ofFolsom plans to construct a new structured parking garage without implementing development funding mechanisms. Based upon the City's stated objectives and findings from other sections of this report, general information that applies to most cities is provided in this report, as well as specific ideas and recommendations for the City of Folsom' The City of Folsom is not unique in its objectives to provide eflicient parking without yet knowing how all of the costs will be paid. And like many cities, parking structures are s€€n as a catalyst to development and redevelopment activities. Most structured parking facilities are not self-supporting and, even when there are operating revenues, they are often insufficient to cover operating expenses and debt service. Because of this reality, it is often not possible for an owner to obtain 100 percent financing on their parking project without subsidies of some kind. Furthermore, many municipalities are in the process of eliminating parking from their budgets and intend to remain to be involved in managing the parking without being the sole provider of funding and financing for parking.

While there are many cities similar to Folsom that intend to become or remain responsible for the costs of parking, they should be aware that there are a number of strategies that have been sucoessfully used to finance parking facility capital projects. Common financing methods include federal grants, tax-increment financing, taxes from business improvement districts or parking tax districts, and net revonues from other facilitiss, These and other options are described in this report. To determine the most appropriate means of financing for Folsom, a market and hnancial analysis study may need to be completed. These financing decisions typically are approved by city councils. Market and financial studies are often completed by an economist with a parkrng professional providing existing and forecast demand data. When user fees (paid parking revenues) are a part ofthe financing equation, the projected demand and revenues ofa proposed parking facility project are quantified, and so is the extent to which the user fees will cover the operati.ng expenses and debt service. If during the course of such a study it is determined that operating revenues are projected to 7-Jl lcnhv.Hqn
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01/11/2022 Item No.15.

Gity of Folsom tlistoric District Folsom,
CaliforniaPa Plan Update
adequately cover operating costs and debt service, then there is no need to identifr additional funding sources' Howcver, for those projects that do not "pencil out", a subsidy is required. This subsidy may be defined and quantified through this study process. Since parking is intended to remain free in the Historic District, the City would be seeking subsidy or total financing.

Parking Costs
Parking costs are divided into two categories - capital costs for construction of parking infrastructure, and operations and maintenance costs which are typically combined. Both kinds of cost need to be considered for funding, and each may require separate funding sources because of the timing for when the financing is needed. Capital costs are infrequent, but may be large sums. Operations and maintenance costs are regular (typically budgeted for annually), smaller costs. Capital (or development) costs and operating/maintenance "o*t*
uury widely. Land acquisition costs, construction costs, soft costs, and operating expenses are types of costs that should be considered during the planning phase ofa parking project.

Estimating the cost of constructing a new parking structure is dependent upon several variables, including the number of spaces needed, the number of parking structure levels, the sizeldimensions of the site, tltc architectural features for the structure, and whother the garage will have ground floor uses. Other variables that affect parking structure costs include the type of flow system (one-way or two-way drive aisles), the number of access points, the amount of underground levels, and the size and shape of the site. Certain site dimensions and topography can make one site morc cfficient and less costly than other sites. In the event that the City chooses to build parking structures on multiple sites, the cost per space may vary depending on site characteristics and structure sizes. These factors need to be considered in the site selection process' Land Aequisition Costs
Although not a factor in the District's proposed use of the Trader Lane site, land costs are often not included during ihe preparation of a parking project's economic analysis. [n many cases, the institution that is planning a parking facility, an airport, hospital, municipality, university, etc., already owns the land that serves as the siie for the proposed parking facility. However, in those cases where land costs do need to be recouped, land acquisition costs become a sigrrificant part of the equation, There is not rule of thumb for typical land acquisition costs. These costs vary significantly from one location to another and depend upon a multitude of issues including access, density of development, surrounding land uses, income potential, etc' Land acquisition costs can often add from $ I 5 to $ 1 00 or more per square foot of land area to the overall project cost.

Construction Costs
The most significant variable impacting construction or'hard" costs is the type of parking improvement' Surface parking lots can be constructed for as little as $ I ,000 per space or less for a basic paving and striping project, and as much as $3,000 or more per space for a grander project featuring an elaborate drainage systems, premium light fixtures, signage and graphics, and landscaping.

Structured parking costs represent comparatively higher costs per space than surface parking, and typically range anywhere from $8,000 to $30,000 or more per space, depending on the project particulars. The low end of this range will likely buy a simple concrete parking structure with limited aesthetical appeal. More unique architectural features can drive the cost upward significantly.

SojI Costs
To derive a total project cost, other costs must be added to the consfuction and land costs. These additional costs are referred to as "soft" costs, and may include items such as a construction contingency, architecturaUengineering fees, soils and materials testing, debt service reserve funds, legal fees, and financing costs. Soft costs can vary significantly but typically fall within 15 to 35 psrcent ofconstruction costs' Tffl Kmlsv.tlom
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01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParking Implementation Plan Update
Operating Expenses
Oierating cxpenses ofparking facilities also vary dramatically. Variations are due to geographical location, size of facitlty staffing patterns, method of operation, and local legal requirements. These expenses include enforcement, the cost-of utilities, supplies, daily maintenance, lighting, cashiering, rnanagement and accounting services, on-site security, structural maintenance, landscaping and insurance. Multi-story structures may requirc additional costs for fae control equipment and elevators, and underground parking may require mechanical ventilation. Public parking facilities typically do not pay taxes.

Annual O&M costs for a parking structure are dependent upon several variables, including whether or not the Epageis free or for pay (which would require personnel), whether or not there are restrooms, and how large ih" rt*"t'rt" is or how many levels ofparking it provides. Annual costs per space range from about $200 for basic maintenance, up to $800 for a facility with attendants^ Types of insurance coverage include comprehensive liability, the garage opetator's legal liability, fire and exfended coverage, workers' compensation, equipment coverage, money and security coverage (theft occurring on the premises), blanket honest coverage (employee theft), and rent and business intemrption coverage-, (structural damage resulting from natural phenomena). Annual operating expenses for stnrctured parking facilities typically range from $200 to more than $800 per space. These figures exclude parking, property, and sales taxes.

Financing Stratcgiee
The financing mechanisms discussed in this section are typical strategies used by cities similar in size to Folsom. A menu of options is provided for the City to use to finance future parking costs. The decision- making process for the parking facility financing should begin with a general agreement regarding basic principlis and end with a more detailed approach for resolving funding, management, and cost allocation irror*. Kimley-Horn has identified a number of guiding principles that can guide future actions and decisions regarding the iorr""r and use of funds for parking facilities. A consensus among key stakeholders on general principles will help guide and resolve financing-related issues as they arise throughout the implementation process.

Guiding Principals
The City's financing strategy should be guided by the following principles:
e The improvement program that is ultimately adopted must be financially feasible, i.e,, funding sour"eJmort be identified, and quantified that match programmed expenditures. In addition, maintenance, operations and depreciation must be considered prior to project development. Given the significant cost associated with construction ofparking facilities, it will be important to develop a strategic approach to project financing and prioritization of investments. As a general principal, the investmentln new parking facilities should occur only after adequate funding sources have been identihed and committed for both one-time and ongoing costs. Consequently, the actual project schedule and phasing will need to be adapted to funding realities. In addition, since the construction ofparking facilities generally leads to Operations and Maintenance (O&M) costs, capital inveshnent must be matched with increased operation revenues.
r Innovative ways ofcovering project costs should be pursued based on a concerted public-private partnership and leveraging the diverse spectrum of potential sources available. The large cost of meeting the parking needs suggests that existing sources and standard techniques will need to be leveraged and expanded in anumber ofways. Private funding through fees and assessments will also be required, and the support of local stakeholders and the Folsom community will be critical for srrccers. Under some proposed financing scenarios, voter approved funding mechanisms may be necessary. In addition, funding mechanisms and programs should be established early on so as to build up reserve accounts that grow over time. In general, it is anticipated that the financing program will be based on a concerted public-private partnership.

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47 January 16,2009

01/11/2022 Item No.15.

City of Foleom Historic District
Parking Implementation Plan Update
Folsom,
California
a The costs associated with parking facilities should be allocated in a proportional and equitable manner and, to the extent possible, across a range of potential beneficiaries and user goups associated with the facilities. No single financing mechanism is expected to cover the full cost of construction and operating a parking structure. Rather, a combination of sources will be required in order to provide adequate firnding and allocate costs among different groups. The section below outlines several financing scenarios developed to illustrate the range offinancial responsibilities that could be assigned to various entities, and provides further detail on the nature and potential applicability of various funding mechanisms.

Ailernative Finuncing Strategies
The following is an overview of the most commonly used strategies for financing parking facilities, most of which fall short ofgeneraiing operating revenues that are sufficient to covff operating expenses and debt service:

Federal Grants
At least two potential funding sources are available at the fe deral level. Location, intended use of the facility, and availability ofgrant money are the variables that typically govem whcthcr a projcct reccives fcderal grant money. The U.S. Department ofTransportation offers two types of grants that may be applicable to a parking project: Federal Transit Capital Investment Grants and Federal Transit Formula Grants. The capital grant can be applied to virnrally any infrastructure improvement pertaining to the establishment or improvement of mass transit systems. Qualified applicants include: public agcncies, states, municipalities, public corporations, boards and commissions, and private agencies through contractual agreements with a public agency grantee. Quali$ing parties must submit an application with detailed requirements and approval of the project by the Federal Transit Adminisfration (FTA) and Federal Highway Administration (FHWA).

Tax Increment Financing
Implementation of a tax increment finance ("TIF") district is a common financing mechanism employed by municipalities. Tax increment financing is a way to use tax revenue growth producedby an increase in the tax base of a specified area to frrnd improvements. A TIF is an increasingly viable solution to funding the development ofneeded infrastructure, including structured parking. Projects are taxed through an anticipated increase in the area's property tax revenues. TIF districts do not generate tax revenues by increasing tax rates.

Rather, the TIF district generates revenues by permifting the municipality to temporarily capture the tax revenues generated by the enhanced valuation ofproperties resulting from various redevelopment projects.

Parkins Tax Districts
A parking tax district typically addresses a narrow selection ofissues directly related to parking. In cases where the municipality is the sole provider ofparking, the collection of parking taxes tends to be applied in a uniform manner on an assessed value basis or as a fee per space based on zoning parking standards or requirements, and typically with a partial exemption for parking spaces provided above a threshold percentage" Typically, no commercial property is 100 percent exempt unless its owner provides 100 percent of the parking requirements mandated through the zoning ordinance within the district. Single-family residential property is usually exempt, but multi-family apartments usually are not exempt. Examples of some California cities with this strategy are provide below.

Covina, California has a vehicle Parking District Tax. This tax is assessed only on the difference between the number of spaces provided and the number required by the zoning ordinance, There are no exceptions to this tax for otvners who provide parking.

Alhumbra, California includes parking within a Business Assessment District Tax. This tax is assessed uniformly on all commercial property based on the gross receipts of the business. Because this tax supports functions other than parking, such as beautification, cleaning signage, etc., there are no exceptions for parking provided.
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01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParking Imple mentation Plan Update
Fullerton, California owns almost all of the off-street parking within the city, and all businesses within the parking disffict were assessed a parking district tax to retire bonds for the construction of parking. Nb exemptions were offered as almost no properties supplied their own parking needs- bec"ur. the bond debt was retired several years ago, the parking tax district was also retired.

General Obligation Bonds
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bonds obtain the lowest possible interest rate of cost of borrowing for any given municipality.- B""ur." the fuIl faith and credit of the municipality is pledged to such !o19t, the rate of interesf wilireflect the best that the community has to offer. The primary way for a municipality to improve on its own full faith and credit pledge to a bond issue is to purchase municipal bond insurance' The general obligation bonds of local govemments are most commonly paid from ad valorem property taxes and o'ther generulr"u"nu"r. These bonds are considered the most secure of all municipal debt and are limit€d in California by Proposition 13 to debt authorized by a vote of two thirds of voters in the case of local govemments.

Revenue Bonds
Wtr"n *u"n r" bonds are issued to finance a parking project, the bond issuer pledges to the bond holders the revenue generated by the parking project. Rcvcnue bonds are payable only from specifically identifred sources o?r"u.n r", including pledged revenues derived from the operation ofthe financed parking facility, grantsn and excise or other taiCs. Parking revenue bonds secured solely by the revenues from a single, stand- ilone, municipality-owned parking facility are acceptable at a reasonable tax-exempt rate only when irrefutable evidence is presented.

In-Lieu Fees
I"li"" f""*re charged to development "in-lieu" of parking that developers would otherwise be required to construct on site, Such fees are generally optional, apply only to new development, and are typically collected when building permits are issued. Because different land uses generate different levels of parking demand, cities typically establish a schedule of specific in-lieu fees for retail, officc/light industrial, and lodging uses thai iefleci variations in demand. This approach assumes that residential development typically constructs its own on-site parking.

Parking District / Special Assessments
Sp*t"t "5****t. "*
chargcs to real properly based upon a benefit conferred by a public improvement, in this instance, parking. In ordirto collect special assessments fromHistoric Districtproperty owners, the City would need to establish a Parking District. A special as$essment would require the support ofthe owners ofa majority of the proposed district. Altematively, the City could generate similarrevenues through an increase in the busine.rii"orr" tax without voter approval. It is assumed that in either case residential development would be excluded from this fee.

Business license taxes can be assessed based on the land use of the business. For example, an annual assessment of$0.62 per squilre foot ofretail restaurants, $0.42 per square foot ofoffice/light industrial, and $0.3 I per square foof of lodging could be charged to the businesses. These fees would be based on future land use projections and would bi chargcd as the land develops. Ifparking facilities are built before all projected devilopment occurs, the City may experience a funding gap period during which General Fund loans or alternative short-term funding mechanisms would be required to pay for capital costs and operations.

Certificates of Participation
e C"rtift*t" of Participation (COP) allows the public to purchase a share of the lease rev€nues paid by a municipal entity for thel acquisition or construction of specific equipment, land, or facilities. COP proceeds are then used to fund the project or acquisition. The technique provides long-term financing that does not constitute indebtedness under the state constitutional debt limit and does not rcquire voter approval.

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01/11/2022 Item No.15.

Gity of Folsom Historic District Folsom,
CaliforniaParking Imple mentation Plan Update
Repayment of COPs can come from a variety of sources, including general fund revenues or earmarked funds in the general fund such as special tax proceeds or fees. Potential revenues from tax increases and parking meter fees are discussed below. These sources could also be used to cover operations and maintenance costs.

Conventional Debt Financine
Conventional loans are loans that are not insured or guaranteed by a govemment agency. This method of obtaining funds for a capital improvement project involves a lending process that is often rigorous, and may result in higher financing costs incurred by the bonower. Banks want to lend to parties that have a clear record ofprofitable operations, that generate a cash flow sufficient to repay the load, and that have enough collateral or assets to secure the load. Conventional financing requirements include a clean credit record and no bankruptcies or foreclosures.

Sales Tax Increase
A voter-approved, City-wide sales tax increase could provide a revenue stream to make lease payments on parking structure capital construction. If intended to provide dedicated funding for parking-related projects, this type of sales tax measure would requires a two-thirds majority vote of residents and would depend on significant public support. A general tax increase, in contrast, would require only a simple majority but would not be earmarked specifically for parking-related projects and might be subject to changing budget priorities.

Transient Occuoancv Tax Increase
A transient occupancy tax (TOT) is similar to a sales tax increase as it requires two-thirds voter approval if it is to be dedicated to a specific pulpose, or simple majority approval if it is to be a general tax. A TOT increase could provide a revenue stream to secure COP financing or other form ofdebt financing.

Meters. Fees. and Enforcement Fines
Many jurisdictions have been able to partially finance construction of parking structures using bonds frrnded through parking meter revenues and fines. And some jurisdictions utilize meters as a parking management tool to encowage turnover and control employee parking. Ultimately, the ability to generate net revenues from rneters (after accounting for enforcement and capital costs) depends upon local parking demand and supply dynamics as well as public policy objectives. For example, larger cities with high parking demand are generally capable of charging higher meter rates and spreading enforcement cost over a larger area. Meter revenues could also provide funding for a portion of ongoing O&M costs.

Rodevelopment Aeencl,
TheHistoricDistrictfaltswithintheCity'sredevelopmentarea. AsnewredevelopmentoccursintheDistrict, tax increments will accrue to the Redevelopment Agency. While a substantial portion of Redevelopment funds are already cornmitted to existing projects, some share of tax increment funding may be available for parking structure financing. In addition, RDA-owned land could be sold to generate revenues for parking structurc construction and operations.

Private Funding
In rare cases, private developers may build parking facilities. This generally occurs in dense urban areas, where parking is at a premium and operators are able to charge extremely high parking fees. Given Folsom's size and relative low level ofparking demand, it is unlikely that private developers wouldpursue construction of a parking structure in the City entirely on their own.

Potentially, City-owned land could be provided to a developer with the requirement that development of the properly include a parking facility. However, this option could limit the City's control and flcxibility.

Selling City-owned land and using the revenues to cover a portion of parking structure costs would produce similar results while allowing the City greater involvement in project implementation. 7-fl Kimlov-Horn
\rr \ aruAsmates.rnc.
50 January 16,2009

01/11/2022 Item No.15.

City of Folsom Historic District
Parkinq Implementation Plan Update
Folsom,
California
Conclusions
There is no such thing as "free parking." Even ifparking is provided free of charge to users, someone pays for the land, consftuctionn and maintenance of parking facilities and spaces. Folsom currently provides free parking for users in thc Historic District. The City cunently pays for parking through a combination of bonds issued by the Redevelopment Agency, which paid for the construction of the new Rail Blockparking garage, and from City Department budgets, which pays for maintenance of the garage. The maintenance budget is shared equally among all of the Cify departments, although the funding is not allocated specifically for parking during the budgeting process.

The funding strategies discussed in this report are available to the City should the current financing mechanisms no longermeet the City's needs. Basedon our discussions with the City, weunderstand thatuser fees are not being considered for the Historic District parking. If that policy decision continues, the City may want to consider charging for event parking in the City garage, perhaps on "Thursday Night Market" nights, as a way to raise additional funds during peak periods.

OTHER CONSIDERATIONS
Special Events Assessment
The Historic Disnict of the City of Folsom has several routine "special" events which result in parking and circulation restrictions different from normal conditions. These "special events" all incorporate closure of a portion(s) of Sutter Street, and alter vehicular access and circulation. Through consultation with the City, it was determined that the Thursday Night Market is the most representative of the conditions experienced during abnormal events within the District, and should be used as the basis of this assessment.

Existing Conditions
The Thursday Night Market is a special event that takes place every Thursday night from early June through late August. These approximately 12 weekly events require routine parking and access restrictions, as well as deviations from normal traffic patterns. To obtain firsthand knowledge of the current "special event" parking and traffic management strategies, Kimley-Horn visited the August 7,20A8, Folsom Historic District's Thursday Night Market. At this event, representatives from the Folsom Merchant's Association were consulted to further complete the assessment of existing conditions.

Based on our site visit and discussions with the Merchant's Association representatives, the conditions resulting from the Thursday Night Market include the following, and are generally depicted in Figure l7:
r Restriction of all vehicular access to Sutter Street from Reading Street to Scott Street. To accomplish this levsl of access control, barricades are utilized along the Decatur Sheet, Wool Street (both north and south of Sutter Street), and Scott Sheet approaches. Sutter Street cross traffic is further restricted at Riley Street.
r Three ofthe seven barricaded street closures are staffed during the entire duration ofeach event.

These staff members were observed to provide direction to patrons, allow vchicle admittance for vendors and residence, and to provide general guidance at these three key locations. r Pedestrian access is retained and permitted throughout the District. r Patrons were observed to utilize adjacent residential streets for parking to occess the event. Two general areas were observedto receive a majority ofthis "overflow" parking: Figueroa Strsst in the vicinity of Wool Street, and Sutter Street between Scott Street and Coloma Street.

Ttffl Kimlov-Hom
\.,I7 \ arolssooare, lnc
5l January 16,2009

01/11/2022 Item No.15.
tt,o
otg
tl
I
Eoo.
olr
I
LEGEND
A-Frame Advance Sign
Banicade
Stafied Banicade
Thursday Night Market
Vendor/Patron Area
-
Observedvendor/Patron
Parking wii Banicades
-
Observed Paron Patking
Vendor Entry (4-5 PM)
Staffed Vendor Entry
*
o
e
Off-Street Public
Parking Supply
Figure 17
Folsom Historic District Parking
Existing Thursday Night Market Traffic & Circulation Restrictions/|!/f!| rrilrorr-Hn.n NI/ \ and Assocrates, lnc.

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParking Implementation Plan Update
r Thc reccntly completed parking sfucture was observed to be underutilized with ample parking available.
r The majority of the vendor booths, pahons, and activity were observed to be located in the 700 block of Sutter Street, between Wool Street and Riley Street. r The starting time of the event (approximately 6:00 p.m.) coincides with the typical commute peak period experienced along fuley Street and Folsom Boulevard. Vendors arrive between 4:00 and 5:00 p.m. which further contributes to congested peak-hour traffic conditions.

Furthermore, the following issues were identified by the Merchant's Association representatives as being critical to the consideration of revised management strategies:
a
a
a
a
P ar ki ng Structure Mana g e ment
Because entering vehicles receive no indication of the structure's occupancy status, during peak conditions, vehicles entering are required to circulate to the roof to make the reverse trip back down to exit. The representatives suggested that the addition of electronic technology or other means by which to convey occupancy conditions would improve this condition.

Improved Supply and Demand Management
Because therels fimited parking supply within the Diskict, special events routinely result in overflow patron parking into the adjacent residential neighborhoods, as well as the Lake Natoma Inn. The iepresentatives susgested that improved public information directing patrons to the new parking structure, as well as other supply maximizing techniques could minimize the special event effect on adjacent areas.

Yendor Access and Parking
Market vendors currently arrive between 4:00 and 5:00 p.m. to unload at their respective booths in order to be in position for the opening ofthe event around 6:00 p.m. Due to the advance notification and enforcement of on-sheet parking reshictions associated with the event, vendors are typically required to enter the restricted area to unload and then must leave to hnd convenient' available adjacent parking. The process is reversed at the conclusion ofthe event when similar convenience is ptif"rted duting the loading process. The representatives suggested that designated vendor parking could improve the athactiveness of the event. Furthennore, they indicated that improved access for loadinglunJoading could also contribute to a bettsr event.

Streetscape Project and. Short'Term On-Slreet Parking
The representatives indicated that, as part ofthe on-going Historic District Streetscape Project, consideration should be given to providing short term (10- 15 minute) parking to promote patronage of the numerous District businesses.

Recommended Management Strategies
Based on our assessment of existing conditions (Figure 17) and consultation with the Merchant's Association representatives, the following special event management strategies are recommended:
lmproved District Parking Utilization and Minimized Overflow O""r* improved utilization of Historic District parking facilities will contribute significantly toward minimizing the effect of District special events on the adjacent residential areas, as well as the Lake Natoma Inn.

Because special event conditions confirmed the general existing parking trends ofunderutilization ofexisting supply in the western portions of the District, this management strategy is aimed at improving the occupancy and uiilization of the new parking structure and other available off-street public parking in this area. As such, the following specific strategy components are recommended:
7:AJl Kinhv+lsn
LI/ I arontsoqate$tnc.
53 January 16, 2009

01/11/2022 Item No.15.

Parki
City of Folsom Historic District Folsom,
Californiaon Plan Update
a Improved Advertisement and Communication of Existing Parking Structure o Flyers could be distributed at the beginning of the year by placing on patron vehicles, handing to patrons, and through the media. The flyers would provide a simple Dishict map with clear indication of the magnitude of the supply in the parking structure and the close proximity to Sutter Street.
o Incentives (coupons) could be provided from Market vendors to encourage patrons to park in the structure.
o Additional vendors could be aligned to provide a cohesive connection to the structure from the other Sutter Street vendors.
o The use of Market staffto control/monitor the struchlre occupancy and maximize operations could further improve the utilization of the structure. An additional consideration is to modiff structure access to entance only from Reading Street and exit only to Leidesdorff Street.

Improved Way-Finding to New Parking Structure
o Way-finding signage could be added to Riley Street and Natoma Street to direct Historic District traffic west toward the new parking structure. This strategy would apply to both northbound and southbound approaching traffic.
o In particular, enhanced sigrrage could be provided to taffic entering the District from Folsom Boulevard due to their close proximity to the parking structure.

Standardized Appearance and Application of Devices
o A more consistent application ofuniform restriction barriers could assist in better defining the District and restricted areas. The uniformity and consistency with other District signing could further enhance the overall District way-finding effectiveness.

Residential Parking Permits
o The development of Parking Districts would allow for the application ofresidential parking permits. Residential parking permits would likely be the most effective means by which to eliminate the District's overflow parking and dramatically improve the utilization of currently underutilized supPly.

Remote Parking
o Promotion of off-site, remote parking could contribute to minimizing the Dishict's overflow parking into adjacent residential areas. Effective remote parking should include ample public communication and frequent, reliable transportation between locations. a
a
a
a
Vendor Access and Circulation
Because Thursday Night Market vendors arrive early, it is presumed that they, in-turn occupy the most convenient parking supply. This strategy includes concenfrating vendor access, parking, and circulation in an effort to preserve the prime parking supply for Market pahons and create a predictable, uniform management environment.

Weekly Vendor Passes/Display Cards
o Considering that vendors are required to reserve their Market booth on a weekly basis, the opporfunity exists to provide a vendor "pass" at that time to denote each week's participants.

Once the vendors are identified, numerous additional strategies become available including the use ofdedicated parking areas, exclusion from parking restrictions, etc.

Dedicated Parking Designation
o Vendor parking could be designated in a portion of the parking structure, the Baker lot, a portion of the Trader Lane lot, or within the public lot in the corner of Riley Street/Scott Street. Designation of these areas should not conflict with existing time of day restrictions.

This strategy would provide predictable, appropriate parking supply for the vendors. a
7-Jl Kimby.ilom
\I7 \ ardAssorjats, lnc.
54 January 15,2009

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParking Plan Update
Asaessment of City's 5-Year Parking Management Plan
In January 2008, the City prepared a Historic District S-Year Parking Management Planwhich addrcsscs existing parking conditions, as well as the anticipated changes that will occur over the next four to six years, The primary objectives of the P/az are to:

Determine existing parking supply and utilization in the commercial portion of the Historic District under normal conditions
Recommend strategies to maximize use of existing and planned parking while minimizing impacts to the surrounding residential areas, until such time as additional parking facilities can be constructed Identifr opportunities for providing additional, cost-effective parking The Planconcludes with seven recommendations for addressing the established objects. The following is a discussion and evaluation of the Plan's conclusions.

Rail Block Parking Slructure
This recommendation proposes to post the bottom three levels with 2-hour time limit parking, retaining the roof levcl as untimcd parking. It was indicated that if excessive light rail parking use develops, the roof could be postod for no parking between midnight and 7:00 a,m.

It should be noted that the curent management of the parking structure deviated slightly from the original recomrncndation above. At the time of this study, floors I through 3 were sigrred for 3-hour time limit parking, Monday through Friday from 5:00 a.m. to 5:00 p.m. The roof level was untimed Monday through Friday from 7:00 a.m. to 3:00 a.m., with no parking from 3:00 a.m. to 7:00 a.m' Assessment
Subsequent to the release of the Plan, a revised parking management stategy was proposed by the Historic District Merchant's for consideration by the City. The revised strategy consisted of the following components:
a. All Floors = 6-hour time limit (visitors/customers allowed on all4 floors) b. Floors 2, 3, and 4: light rail and employee permits permitted c. Provide up to 100 light rail permits for a fee with an established expiration date d. Provide an unspecified number of employee permits without a fee Generally speaking, it is recommended that the City institute a simple, straight forward management strategy that is easily understood by all users of the parking structure . The most effective parking management strategy will simplifu structure enforcement, and will meet the expectations of current and future Historic District users. With that said, it is also recommended that the City continue to preserve the ultimate intended use of the structure, with minimal, strategic, short-term deviations to most effectively address current economic, development, and user conditions.

The addition of permitparking, almost regardless of its complexity, will require City staff effort to develop, advertise, implement, and maintain the program. Such costs should be considered when evaluating the effectiveness of a new parking management strategy.

The near-term conditions of the new parking structure are recornmended to be considered as follows:
a
a
a
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55 January 16,2009

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaParkinq Imolementation Plan Uodate
r Level 4 (roof) is the least desirable parking, as it is uncovered and requires thc most circuitous route to access. This level should be utilized by the longest term parkers including light rail and employees.
r Level 1 (ground level) is the most desirable parking, as it offers the most convenient access to light rail, adjacent existing commercial uses, and the future Rail Block development. This level should be utilized by the shortest term parkers including primarily Historic District visitors-
. Levels 2 and3 are essentially overflow parking for Level 4 (roof) and Level L The proposed 6-hour maximum time timit may be a viable temporary option, but it is viewed as a fatal flaw in the long-term management of the parking structure. Parking structures are typically intended for longterm parkers (6+ hours), especially employees, with the shorter-term parkers using on-street and other off-street parking supply.

The proposed light rail and employee passes could be considered as an alternative to the 6-hour maximum time limit, although it does not address long-term customers (customers who park longer than six hours are rare). As such, it may be advantageous to designate floors I and 2 with a 3-4 hour limit for customers (must be enforced), and floors 3 and 4 with tight rail permits and employee permits (also must be enforced).

In the long-term, the light rail parking issue needs to be addressed because, ideally, over-management ofthe garage parking is not recommended, as a simple enforcement system is ultimately desirable. Considering the increase in light rail ridership, the City and Regional Transit should address the long-term parking demands (i.e., remote parking, new RT structure, etc.).

Furthermore, it is acknowledged that the actual parking demand at the Historic Folsom light rail station may be limited more by the capacity of the Regional Transit Gold Line, as opposed to the supply ofparking. This theory should be considered in the ultimate parking supply decisions that are made within the Historic District.

Rail Block Surface Parking
This recommendation proposes to maintain the existing time-limited surface parking while fencing off the current construction staging area. It is also proposed to open the staging area parking only for special events only until construction of the Rail Block development begins.

Assessment
It is recommended that all viable surface parking be made available until a time at which Rail Block development construction necessitates the closure ofthese areas. Considering the current overflow parking into adjacent residential fieas, as well as the Lake Natoma Inn site, the near term benefit of additional off- street public parking will likely be significant. Applicable timeJimits should be uniformly applied to these spaces as well.

Time Limit Parking
This recommendation proposes to convert additional Trader Lane lot parking to time-limit with subsequent turnover studies to evaluate the timeJimit durations. A residential permit program is also considered as part of the shategy.
7,-Jl KlnFvfi{rn
\.,I/ \ anoAsmtes,tnc.
56 January 16,2009

01/11/2022 Item No.15.

City of Folsom Historic District
Parking Implementation Plan Update
Folsom,
California
Assessment
Previously documented parking occupancy and turn-over studies confirmsd the desirable nature of the Trader Lane parking lot. This lot is located within the previously defined Zone II of the Diseict which is documenled to currently, and in the future, experience the greatest parking deficit in the Dishict. The application of additional timeJimit restrictions to preserve this premium parking supply is strongly supported.

A ddit io nal 0n- Str eet P arking
This recommendation proposes to maximize the efficiency of existing on-street pavement to provide additional on-street parking supply.

Asssssment
A more efficient use of existing on-street pavement is supported as a means by which to increase the parking supply within the District.

Alternative Modes
This recommendation proposes to continue the use of valet and pedicab serices, as well as establishing consistent shuttle bus services for all special events to and from the adjacent Glenn Light Rail Transit station.

The feasibility ofextending light rail transit hours to encourage employees to utilize light rail parking lots as remots eveninfspecial event parking is also recommended.

Assessment
The use of remote parking lots with viable, predictable shuttle/transportation services is an effective approach to preserving the limited Historic District public parking supply for patrons and special event attendees.

Considering the close proximity of light rail and the adacent Glenn station, use of this connection to the District should be considered as a primary strategy in remote parking management.

Parking Enforcement
This rscommendation proposes to create a parking enforcement officer position and conduct consistent, regular parking enforcement City-wide.

Assessment
The effectiveness of timed parking restrictions is most significantly influenced by the public's perception of the enforcement of said rcstrictions. It is anticipated that the intended tumover of the various parking supply can be achieved by consistent, regular parking enforcement.

P arHn g M anagemen t/Outreach
This recommendation proposes to form an ad-hoc Parking Advisory Committee to meet quarterly to review parking issues and consider other strategies. In addition, a parking website and printable parking maps for new visitors is recommended. Furthermore, way finding signs at major public parking lots, consistent with guide sign design standards, and noting the associated time limits is also recommended.

Assessment
The formation of a committee and improved public outreach are considered to be two highly effective means by which to maximize the operation ofthe District's limited parking supply, Additional consideration should bc given to extcnding the signing concept to special events to further emphasize the uniformity of the District.

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57 January 16,2009

01/11/2022 Item No.15.
city of Folsom Historic District
Parking Implementation Plan Update
Folsom,
california
Historic Disuict Streetscape Proiect
The City's concurrent Historic District Streetscapc Project is intended to enhance the human scale of the District by widening sidewalks, narrowing vehicle havel ways, and providing uniform aesthetic components to uni$ the entire District, According to material presenled at a May l, 2008, Streetscape Design Committee Meeting, the conceptual improvements to Sutter Street also include the addition of on-street parking along Sutter Street, between Riley Street and Wool Sfeet, the only segment of Sutter She et within the District that does not currently have on-street parking.

As previously documented, this block of Sutter Street between Riley Street and Wool Street, experiences the greatest parking supply dcficit for both existing and build-out conditions. Considering its central location, the block serves as the core, attracting dense development and the associated vehicle and pedestrian activity.

The additional parking supply is proposed to be provided along this block of Sutter Street is anticipated to serve as premium parking for the businesses located along this segment. Considering the location and limited new supply of these spaces, the streetscape plan should, at a minimum, incorporate the following stratcgies:
o Diagonal on-street parking is preferred due to the relative ease of use when compared to the parallel parking currently proposed. Nonetheless, parallel parking stalls should be desigred appropriately to promote high-tumover, ease of access and departure.
o A short-term time-restriction ( I 0-20 minutes) for the proposed Sutter Street on-street parking spaces is recommended to encourage high turnover of this premium parking supply. o Strict enforcement of on-street time restrictions.
r On-going promotion (e.g. way finding and advertisement) of the District-wide parking supply to further maximize utilization of documented parking surplus elsewhere in the District. 7 -fl
Krnbr/+lofn
\17 \ amnsaht*,'rr.
58 January 16,2009

01/11/2022 Item No.15.
7IJl Nmrey-Horn
\- I/ \ ano A-ssocrares, rnc.

Memorandum
To:

From:

Re:

Date:

Mark Rackovan, P.E,
Matt Weir, P.E., T.E., PTOE
Technlcal Memorandum *2 - lmplementation Plan Update
Historic District Parking lmplementotion Plan Updote
January t7,2OL4
This memorandum builds upon the previously completed Existing Conditions evaluation (October 3, 2013) and is intended to provide the City with an updated projection of Historic District parking supply and demand over the next decade. Figure 1 graphically depicts the three zones that have been established in the Historic District for the purposes of this study. Table 1 presents the observed existing on-street and off-street parking supply which is also reflected in Figure 2 and Figure 3.

Table 1- Summary of Existing Off-Street and On-Street Parking Supply by Zone Zone Off-Street
Public Parklng Supply
On-Strcet
Public Parking Supply
Total
Existing
Supply
Riley / Scott 75
Riley St. - Sutter St. to Figueroa St. 7
Sutter St. - Riley St. - Scott St. 13
Sutter 5t. - Scott St. - Bridge St. 10
Scalzi 51
Scott St. * Riley St. to Sutter St. 3
Scott St. - Sutter St. to Figueroa St. t7
Subtotols: 726 50 176
Trader Lane 116
Wool St. - Leidesdorff to Sutter 5t. \4
Wool St. - Sutter St. to Figueroa St. 16
Leidesdortf St. - Wod St. to Riley St. 11
Sutter St. - Wool St. to Riley St. 10
Subtotals: 116 5t t67
Iil
Rail Block Structure 330 Reading St, - Sutter St. to Figueroa St, 13 Leidesdorff / Gold Lake 28 Decatur St. - Sutter 5t. to Figueroa St, 18 Sutter,/ Wool 22 Leidesdorff St. - Reading St. to Gold Lake Cr 8 Leidesdorff St. - Gold Lake Cr. to Wool 5t. 13
Sutter 5t. - Reading St. to Decatur 5t. 18
Sutter St. - Decatur St. to Wool St T3
Subtotals: 380 83 46:'
Total Off-Street Spaces: 622 Total On-Street Spaces: tu 806 Kimley-Horn and Associates, lnc., September 2073
Hlsaotic Disttict Porking lmptementotion Plan Update
Tech Memo f2 (lmplementation Plan Update)

January I7,20L4

01/11/2022 Item No.15.

FCLSCM HISTCRIC DISTRICT

PARKING IMPLEMENTATICN PLAN U PDATE
c
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=o
CA
ol!
I"EGETID
I Zonet
f Zonell
ffin Zonelll
FIGUREI-PorkingZones
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01/11/2022 Item No.15.

FOLSOM HISTORIC DISTRICT

PARKING IMPLEMENIATICN PLAN UPDATE
ofrco
EoU'
(:

LEGEND
n Zonet
n Zonell
I Lot/ # Spaces
A - Parking Garage
B - Riley/Scott Lot
C * Scalzi Garage
D - Leidesdorffi
Gold Lake Lot
E - SutteriVrlool Lot
F * Trader Lane Lot
m Zone lll
FIGURE 2
- Existing Off-Street Porking Lots
Tffl Kimlev-Horn
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01/11/2022 Item No.15.

FOLSOM HISIORIC DISTRICT
PARKI I'lG liV\PLE^/ENTATIOl.l PLAI'J U PDAJE
cr
fro
=o
ct
ot!
LEGEND
I Zonet
n Zonell
ffi Zoneltl
0n-Street
Parking
Spaces
##
FIGURE 3 - Existing On-Street Porking Spoces
7-fl Kimlev-Horn
L.I7 I ano nssoc'areg,nc.

01/11/2022 Item No.15.
7-Jl ltrme)i-Horn
\ I/ \ anci Assocrates. lnc.

When compared to the data contained in our original studyl, the off-street and on-street parking supply included in the study has decreased by 53 (622 vs.575) and 48(L84vs.2321 spaces respectively. ln total, the current parking supply included in the study is 101 spaces {805 vs. 907) less than was documented in 2008.

Parking occupancy data was collected on Wednesday, September 25 and Friday September 27,2O13.

This data is included as Attachment A to this memorandum. When compared to the data contained in our original studyt, it is apparent that parking behavior has changed in the Historic District. Unlike the 2008 data which reflected peak weekday occupancies (off- and on-street) of over 70 percent, the current data peaks at less than 40 percent combined occupancy. Likewise, the weekend (Friday evening) data previously peaked at nearly 85 percent occupancy with the current data reflecting less than 50 percent occupancy.

As previously discussed, we acknowledge that the most recent occupancy data includes vehicles that are parked in the Rail Block parking structure for the purposes of using Light Rail specifically, and not as a result of the land uses within the Historic District. ln addition to removing the Light Rail off-street lots from the existing demand calculations, will also calculated the proportion of the Rail Block parking structure's parked vehicles that are not specific to Light Rail. The data contained in Attachment A reflects these assumptions.

Parklnr Model Development
As was the case with the original study, the first step towards determining the updated future parking demand is to update and validate the Historic District parking model to ensure that it accurately predicts/mimics existing conditions. The parking model is consldered to be talidated" if the difference in model-predicted peak parking demand and the observed peak parking demand is within t10 percent. Also, validation is considered to be achieved when the model-predicted time-of- day hourly profile closely matches observed profiles. Once validated for the updated existing conditions, the parking model was then used to project updated future parking demand.

Existing Lond Uses
The existing Historic District land uses were obtained from the Folsom Historic District Association.

Where appropriate, assumptions were made using the original study and professionaljudgment. A detailed parcel-by-parcel list of District parcels and their assumed development status is provided in Attachment B.

Table 2 summarizes the existing land uses by Zone. Existing private land uses which provide parking exclusively for their patrons are excluded from the parking model. r Hlstortc Dtstrlct Parking lmplementotion PIon llpdate, KimlepHorn and Associates, lnc., January 16, 2009.

Hisaotic Distdct Po*lng lmPlemcntatlon Plon Updote
Tech Memo #2 (lmplementation Plan Update)

January L7,20L4

01/11/2022 Item No.15.
7-fl ^lmrey-Horn\ I/ \ ano Assocrates, rnc.

Iable 2 - Existing Land Use Types and Square Footages
Land Use Typc
Existlng Square Foot.ge
Zone I Zone 2 Zone 3 All Zones
Retail 9,786 30,97s 9,460 50,22t
Restaurant t5,298 2,700 3,600 21,598
Office 24,422 7,500 28,961 60,883
Club/Barfiasting Rooms 4,19O 6,250 1,500 11,940
Theater (Seats) 0 tts 0 115
Museum / Exhibit Space 0 0 15,703 L5,703
Total 53,596
47,425+
115 Theater
Seats
59,224
144,U2+
u5 Theater
Seats
Consistent with the original study, parking demand was estimated based on parking generation rates published by the lnstitute of Transportation Engineers' (llEl Parking Generation, j'd Edition,2O04 and the Urban Land lnstitute's (ULl) Shared Parking,2nd Edition. Because these rates are developed from isolated suburban land uses poorly served by transit, they do not represent the true parking demand generated by uses located in walkable, mixed-use districts such as Folsom's Historic District.

Therefore, the rates have been adjusted to reflect 1) the unique parking generation characteristics of the Historic District, 2) linked trips whereas people park once in a public parking space and walk to multiple locations, 3) internal non-auto trips whereas people who reside in or near the Historic District walk to commercial establishments, 4) a reasonable level of transit use, and 5) the interaction of uses at sites with multiple land use types (mixed use internal capture). The adjusted parking demand generation rates used in this study include the following adjustment factors:
r Two (2) percent reduction for transit trips
. Three (3) percent reduction for bicycle trips
r Four (4) percent reduction for walk trips,
I Fifteen (15) percent reduction for captive trips
Parking Model Validation - Weekday
Following calibration of the parking model, existing weekday conditions were predicted, The results were compared to the observed weekday parking occupancy for existing land uses. The results of the weekday comparison are summarized in Table 3 below:

Table 3 - Comparison of Parking Model Calibration Results with Observed Parking Occupancy - Weekday
No. Item Model Prediction of
Demand observed Demand Percent
Difference
I Existing Peak Weekday
Parking Demand 378 spaces 339 spaces to%
2 Existing Peak Hour 12:00 Noon 12:00 Noon
N/A
3 Existing Peak Demand
Periods
12:00 a.m, to 2:00 p.m.,
5:00 p.m. and 7:00 p.m.
11:00 a.m. to 1:00 p.m.,
5:00 p.m. and 7:00 p,m.

Historlc District Porking lmplementat,on Plan Update
Tech Memo #2 (lmplementation Plan Update)

January L7,2074

01/11/2022 Item No.15.

K=n
Kimley-Horn
and Associates,lnc.

As per the parking model, the weekday peak parking demand is 378 spaces and the peak parking demand observed using occupancy survey is 339 spaces, a difference of 39 spaces, or a 10 percent difference. Based on this finding, the parking model is considered to be validated.

Parking ModelVolidation - Weekend
Following calibration of the parking model, existing weekday conditions were predicted. The results were compared to the observed weekday parking occupancy for existing land uses. The results of the comparison are summarized in Table 4 below. lt is important to note that weekend parking occupancy surveys were conducted only between 6:00 p.m. and 9:00 p.m. on a Friday night.

Table 4 - Comparison of Parking Model Calibration Results with Observed Parking Occupancy - Weekend
No. Item Model Predlctlon of
Demand Obserued Demand Perccnt
Dlfference
L
Existing Peak
Weekend Parking
Demand
442 spaces 446 spaces L%
2 Existing Peak Hour 7:00 p.m. 6:00 p.m.

N/A
3 Existing Peak Demand
Periods 6:00 p.m. to 8:00 p.m. 6:00 p,m, and
7:00 p.m.

The model predicted weekend peak parking demand is 422 spaces and the observed peak parking demand is 446 spaces, a difference of 4 spaces, or 1 percent. Based on this finding, the parking model could be concluded as validated.

Future Parkine Supolv and Demand Analvsis
Consistent with the City's direction as part of the original study, the future development scenario is constrained by the amount of future parking supply achieved by the addition of one new parking structure. This new structure is assumed to be constructed on the Trader Lane lot.

The purpose of this analysis was to estimate the amount of future available parking supply, and the corresponding amount of future developmen! which can be accommodated by the addition of a single new parking structure on the Trader Lane lot. Consistent with current Historic Distrlct design guidelinesz, this single structure would have a SO-foot height limitation. The amount of future available parking supply correlates into an amount of supported future development. The future parking supply is approximated as the sum of excess existing parking supply after accounting for parking demand generated by existing and planned/approved development, and the parking supply that could be accommodated in a new Trader Lane structure.

It is important to note that, per the City's direction the "planned/approved projects" include Fire Rain (Zone l), Westwood {Zone lll), and Historic Folsom Station (Zone lll). Furthermore, because existing land uses (excluding the specialty uses such as Club/Barfi-asting Rooms, Theater, Museum/Exhibit Space) within the Historic District are classified primarily as retail, restaurant, or office uses, future development was also similarly allocated across these three land use types. 2 Historlc District Design dnd Development duidelrnes, City of Folsom, October 1, 1998.

Histotic Dlsatlct Porklng lmplcmentqtlon Plan Updote
Tech Memo S2 (lmplementation Plan Update)

January L7,20t4

01/11/2022 Item No.15.
7 -fl ^rmrey-Hornf- f/ \ ano Assocrates, rnc.

Future Parking Supply
Future Off-street Parkine Supplv
The future off-street parking supply is comprised of existing off-street parking facilities and planned public spaces as part of known new development. Loss of parking spaces from new development includes 50 spaces with development of the Rail Block, and 116 spaces with the development of a parking structure on the Trader Lane lot. The number of future off-street parking locations, as well as the number of spaces provided are shown in Figure 4.

Future On-Street Parkins Supplv
The future on-street parking supply is equal to the existing conditions. No on-street changes are anticipated or incorporated in this update. Consistent with the existing conditions, the study area contains a total of 184 on-street parking spaces.

Total Future On- and Off-Street Parkine Supplv
Table 5 summarizes the total future number of parking spaces by Zone and in total. There are 640 total future off- and on-street parking spaces within the study area. The future off- and on-street parking supply of 640 spaces is 166 spaces less than the existing parking supply' Table 5 - Summary of Future Off-Street and On-Street Parking Supply by Zone Zone Off-Street
Public Padting Supply
On-Street
Publlc Parklng Supply
Total
Existing
Supply
I
Riley / Scott 75
Riley St. - Sutter St. to Figueroa St. 7
Sutter St. - Riley St. - Scott St. 13
Sutter 5t. - Scott St. - Bridge St 10
Scalzi 51
Scott St. - Riley St. to Sutter 5t, 3
Scott St. - Sutter St. to Figueroa St. L7
Subtotals: 726 50 176
Wool St. - Leidesdorff to Sutter St. 74
Wool St. - Sutter st. to Figueroa St. 16
Leidesdorff St. - Wool St. to Riley St. 7t
Sutter 5t. - Wool St. to Riley 5t. 10
Subtotak: o 5t 5t
Rail Block Structure 330 Reading St. - Sutter St. to Figueroa St. 13 Decatur St. - Sutter St. to Figueroa St. 18
Leidesdorff St. - Reading St. to Gold Lake Cr 8
Leidesdorff St. - Gold Lake Cr. to Wool St. 13
Sutter St. - Reading St. to Decatur St. 18
Sutter St, - Decatur St. to Wool St. 13
Subtotols: 330 83 413
Total Off-Street Spaces: 456 Total On-Street Spaces: 184 640 Note: Excludes off-strcet porking supply goined in proposed Troder Lone porking structure.

Historic Disttict Porking lmplementotion Plan Updote
Tech Memo #2 (lmplementation Plan Update)

lanuary L7,20L4

01/11/2022 Item No.15.

FOLSOA/ HISTORIC DISTRICT
PARKI NG IMPLE/',4ENTATION FLAN U PDATF
I Lot/#W
A - Parking Garage
B - Riley/Scott Lot
C - Scalzi Garage
LEGE]TD
Zone I
Zone ll
Zone lll
FIGURE 4 - Future Off-Street Porking Lots
Tltat Kimlev-Hom
L.I/ \ anoalsocrares,rnc.

01/11/2022 Item No.15.
7lfl ^rmrey-Horn\ I/ \ ano Assocrates, lnc-
Existing plus Future Parking Demand
ln context of this study, future parking demand is defined as a demand for parklng that cannot be accommodated by individual on-site, private supply. Therefore, this demand must be accommodated by the municipal parking supply, either on-street or off-street. The purpose of this analysis is to estimate existing plus future parking demand and determine whether the existing and planned public parking supply (including the proposed Trader Lane parking structure) is sufficient.

For this study, the demand generated by future Historic District residential uses is assumed to be accommodated on-site. Residential visitors, and employees and patrons of the commercial uses, are assumed to park off-site and rely on the public parking supply. Based on these assumptions, the future parking demand is estimated.

Future Land Uses
As previously stated, the future development scenario is constrained by the amount of future parking supply achieved by the addition of one new parking structure. This new skucture is assumed to be constructed on the Trader Lane lot, and incorporate ground floor retail. Based on a preliminary schematic and feasibility evaluation, 442 spaces can be accommodated in this structure. The net available parking spaces within the District, after accounting for existing and planned/approved parking demand and practical capacity, is up to 445 spaces. This level of parking supply (445 spaces) was determined to accommodate 40,600 square feet of retail, 29,000 square feet of restaurant, and 45,4OA square feet of office uses in addition to the planned/approved projects and ground floor retail within the Trader Lane parking structure.

The future square footages were estimated using the existing proportion of square footages within the District. The total future development that could be accommodated is 135,850 square feet, including 19,850 square feet of ground floor retail within the proposed parking structure. Table 6 shows the land use categories and sguare footages representing future land uses.

Existine plus Future Parkine Supplv and Demand
Using the adjusted parking generation demand rates and the trip reduction percentages for transit, bike, walk, and captive trips, the parking model predicts existing plus future weekday and weekend parking demand.

Table 7 presents the results of the determination of the amount of future development which can be accommodated by the available District parking supply with the addition of a Trader Lane parking structure.

Htsaodc Dlstilct Parking lmplemcntatlon Plon Updat.

Tech Memo #2 (lmplementation Plan Update)

January L7,2OL4

01/11/2022 Item No.15.
7 -fl ^rmley-Horn\- I/ \ and Associates,lnc.

Table 6 - Future Land Use Types and Square Footages
Land Use Type
Future Square Footage or Dwelllng Unltr
Planned /
Approved
Projectsl
Trader lane
Structur€
Ground Floor
Retail
Addltlonal
Development
Accommodated by
if42 Space Trader
lane Structurc
Total Future
Development
Retail 28,350 19,850 40,600 88,800
Restaurant 8,500 29,000 37,500
Office 16,334 46,40O 62,7t4
Club/Barfiasting Rooms t,717 1,7L7
Theater (Seats)
Museum / Exhibit space
Residential
(Dwelline Units - D.U.) 62 62
Total s4901
62 D.U. 19,850 116,000 190,75L
62 D.U,
tncludes Fire Roin, Historic Folsom Station, dnd Westwood As shown in Table 7, based on the future parking supply limitations (445 weekday and 398 weekend), an assumed future development scenario of 40,600 square feet of retail, 29,000 square feet of restaurant, and 46,400 square feet of office uses should be assumed and utilized in future planning efforts for the District.

Accounting for assumed construction timelines and logical, sequential implementation of District development, the anticipated parking supply and demand were plotted to graphically depict parking conditions in the District over time for conditions both with and without a new parking structure on the Trader Lane lot, This information is provided in Figures 5-8. As demonstrated, the City should begin construction of a Trader Lane parking structure in July 201.6, at which point the District-wide parking occupancy is anticipated to be approximately 85 percent. An assumed 12-month construction timeline will allow the parking structure to be completed and operational in mid-2017 to achieve a District-wide occupancy of 55 percent.

Histotic Dlsttict Poillng lmplementation Plan Updote
Tech Memo #2 (lmplementation Plan Update)

January L7,ZOL4

01/11/2022 Item No.15.

Tfft\r/ \
Kimley-Horn
and Associates,lnc.

Table 7 - Permissible Future Development Based on Future Parking Supply Step f Stcps Weekday Weekend
t Estimated Parking Spaces in Trader Lane structur€ 442 spaces 442 spaces 2 Parking Demand for Planned/Approved Project! 150 spaces 155 spaces Existing Parking Demand 378 spaces 442 spaces
3 Total Parking Demand 528 spaces 597 spaces
4 Future Parking Supply {excludes the existing surface and proposed structure parking spaces in Trader Lane Lot)
1 640 spaces 640 spaces
Excess (Deficit) Parking Spacet 112 spaces 43 spaces
5 Available Parkin6 Supply for Future Developmenl
(step1+step4) 554 spaces 485 spaces
Parking Demand for Wrap-Around Retail 60 spaces 43 spaces Total Available Parking Supply for Future Developmenl 494 spaces 442 spaces 6 Practica I Capacity Reduction to% L0%
Net Total Available Parking Supply for Future (90% ol
step 5)
445 spaces 398 spaces
Future land Uses Quantlty
PeakWeekday
Demand
Peak Weekend
Demand
7 Retail 40,600 sF 124 spaces 106 spaces
Restaurant 29,000 sF 85 spaces 287 spaces
Office 46,400 SF 112 spaces 3 sp?ces
Total 116,000 sF 321 spaces 396 spaces
The future parking supply includes 184 on-street spaces and 456 off-street spaces for a total of 540 spaces. The off- rtreet parking spaces includes the following:
- Riley/Scott Lot = 75 spaces
- Scalzi = 51 spaces
- Rail Block Parkinc Structure = 330 spaces
Attachrnents:

A - Parking Occupancy Data
B - District-Wide Parcel-by-Parcel Land Use Assumptions Hittotic Ditttict Parking lmplementdtion Plon Updote
Tech Memo #2 (lmplementation Plan Update)

January L7,2Ot4

01/11/2022 Item No.15.

Cty of Hsom Histotic fristtict
Parkint lmphmentation Plan Update
7-fl Kimlev-Horn
\I/ \ andr\ssocatan'nt
Irrr€rse ln parldta supply (442 sg3c€tl du€tothc I
construction of Trader Lane structure (Jul 171
Decreas in parkin8 suppt (28 spaces) due tothe lo$
of surlace parking spaes in HFS (Jan 181
Momh &Vear
1,200
1,000
Dffiase in parkint supply (22 spaces) due tothe lo$ of
srface pa*in8 spmes in HFs 0an 16)
I
III
I
tII
800
o
d
c
Bc
!
g 600
o
o!
E!
z
400
200
0 s$<<rq666h660009a€rrtsFrF€666€600606000090cnninHHfro66;; i;; i d H d d - - - - - - i i i - -.l.i.l i f I a a.,{.,{ Tq | 1.} a T T.irf,n T T T A ++aT ry T $ g g= g ! 6 ! g i $ i t ! $i s' E E ! 9 i *" 3 E ! F i S t i j I i *" E E g I i so E e s gi s I E E g = s' ! E s g = s ! Folnm,
California
Deease in par*ing supply [116 spae) due
to tlE loss of surface par*ing spaces in
Tnder Lane Lot oul 16)
I
II
65t6OcarFancl
t,
Ocary€ncy EfrOcc$.ncy
g5ltroccrrp.ncy !
HFS and Fire Rain (Jan 19) - lncrease in
parkiry demand (19 spaes)
lncrease in parhng demand 143 sDelsl tor thc ['r"p -
arcund retail within Tnder tanc parking *ndlrc
9696Oocuptnsy
55*
I
151
HFS snd wEtwood Uan l?l - lncrease in
($ ---------J
Unear increase forfutue derelopmer* over 7
years (@ 5 spaces every month starting Jan 15
to
-Total
Parkint Dernand
-Total
PartinB Suppv
Figurc 5 - Weekend Parking Supply and Demand Timeline

01/11/2022 Item No.15.

Califomia
Folsom,Clty of Hsoln HHorlc OFtrict
Parkint lmplementation Plan Update
1,200
1,000
800
o
oc
Ectg 600
o
o3
E22
/m0
204
o @@€@ooFFFFrts€@€€@€606000000000ddoo66iHiid:FHddidildNflddANNNNilNANddNdNNNNN i g g = s' E E s F i g i $ 5 g i s' g E g g i $ g $ E $ i s' I E ! g i *" 3 E g g i s" g E g g i B g 6 g g = s" i i ! i i *" E Montft &Year
Kimley-Ho.n
ald Assoeiates, lncr=n
Ocarpor.yI 81r
-Total
Parking Dernand
-Tofal
Parking fupply
IlI
to
6?focorpsncy
HFS and Fire Rain (Jan 19) - lncrease in
FddrB demand (L9 spac€s)
HfS 0rn tsl - ln€reasc lo pa*ing
dernand (gSspecesl
HFS and Westwood (Jan 11 - lncrease ln
prrldt€ demand (3E spacesl
Unear increase tor future d€velopment ovea 7
years (@ 5 spaces every mmth startinE Jsn 16
-_____J_
t
I
tI
I
t,
tIt
1 tdt*
Dccrrrs.ln p6*ir{ trrpely (22 rpail due to thc loss of
sur{ecc perti4 specer tn HFS lfon 161
O.€re.5. ln ps*ingsuppv l2SJ0rcerl due to dle loss
of $rfacc Aerking spac.. ln HFS (rin 181
Figure 6 - Weekend Parking Supply and Demand Timeline (No Trader Lane Structure)

01/11/2022 Item No.15.

Folsom,
C!lifornia
I
city of Fdem Historic District
Parking lmplemeotation Plan Update
1,200
1"000
47%Ocqlpilcy
r lncrea* in parking supply (442 spaces) due to the
construction ofTEder Lane structure (lul 18)
to drP loss
! Decrease in parking supply (116 spacesl due
! to the los of surface parking spaces in
i Trader bne tot (lul 17)
800
o
6q
uE
I 600
o
o!
E
z
it00
200
0 :F:XiilE !sesPesEEFi!iiilqqqTfr f ?qqqqTfi f FFFFi{{+iil$+$s+q{s{{$EEgis"!isgi*"!Ejgis'iEggi,ggEEg=,fr!6gii*'iEgg=frgEE$=*"!EggiSgEEFi*'9 Month & Year
Tff'll Kimley-Hdn
LI7 t andAssociat€. lnc,
Occupancy58'6
-Toral
parking Deman.l
-Total
Parking SuFply
Occupancy
9r16
Occupancy-t-
I
I
I
I E4%
(64 spaces) for the wmp
Lane parking structure
ycrE(e4spac.severyilonth itartlnglan 16 !
HFS and Westwood (Jan 171 - lncreas in
parkin8 demand (59 spacs)
t .------------
{ 62%oaupancy !
i-(lyl-s!------ j
I.-.---..-,
151 - lncrease in parking
(46 spaces)-t
HFS (Jan
I o"."rra
Decrea* in parking supply (22 spacesl due to the loss of surface parkint spaces in HFS (Jan 15)
51,6
Occupancl
68t6 O@rpancy
Figure 7 - Weekday Parking Supply and Demand Timeline

01/11/2022 Item No.15.

Folson,
Califomia
cityof Fobom Historic lllstrkt
Parking lmplementation Plan Udate
e<€c<{6o686696@@@€FFtstsFN€6@d66666OOOOOOOOOidddddd{E6dQO6i{ i - i; * = - a - -: -- -; - i e a I -aa d - n f f n t fq q + {.1 ry + q .l$ S T Ndd d tEFisi!EE$i'"!i€5=s"E$!ii*"EEE$is'3is$i*"!6gii$,!i$$i'"EtEgis'gig$t*"! Ition$ &Year
Kimley-Hom
and Associates,|rc,
9C!)
ato
7@
500
o
oa6
u 5fi)tI
oc
o
8405
E5z
3m
2C[}
1@
o
*Ttrtal parHng&nd
-Totel
Partin8gr$ry
HF5 and Fire Rain (Jan 19) - lncrease in
parfrl demand (45 spacsl
100!6 Oaupancy
Decms in pa*ingsupply (28specs! dEtothe loss
dsurface parking sp*es in HFS {ran 16)
tltS a.l,ttlttrpgd (Jan u) - lnctease in
n*Snr'dgnm{' lsg:sPacest
Unear incf€ase for ftrture danelopmert orer 7
yeeE (@ 4 spaces every mod$ stertin€ lan 16
p.tl0B
Decrease in pa*iq! srafly 122 spaces) due to tte lors of suriace par*ing spaces ln HFS (.,an 16)
4796 OcoDanct
5396
Ocdlpancl
Figure 8 - Weekday Parking Supply and Demand Timeline (No Trader tane Structurel

01/11/2022 Item No.15.
7-Jl Krmrel'-norn
\ I/ \ and Assocrates,Inc.

Attachment A - Parking Occupancy Data
Hbtodc Db|;d(f, Por*lng lmglencntotton Pton Updotc
Tech Memo il2 (lmplementatlon Plan Update)

01/11/2022 Item No.15.
nll!-a
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01/11/2022 Item No.15.

Existing Parking Occupancy (Off-Streetl - Weekend
L00%
9AYo
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70%
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N%
3A%
20%
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,7-J1l l\rmrey-r1orn
>- f f \ ano Assoctates, rnc.

01/11/2022 Item No.15.

Existing Parking Occupancy (On-Street) - Weekday
I % Occu-
L0OYo
90%
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Kimley-Horn
and Associates,lnc.<=n

01/11/2022 Item No.15.

Existing Parking Occupancy (On-Street) - Weekend
l% Occu.
100%
90%
8W6
70%
60/0
50%
4OTo
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20%
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7-J!| ^rmrey-norn\-fZ \ anci Associates,lnc.

01/11/2022 Item No.15.
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4;00 PM
5100 PM
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01/11/2022 Item No.15.
ao%
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1A%
Existing On-Street and Off-Site Parking Occupancy - Weekend l% Occu.
20%
o%
5:00 PM
7-J1l ^rm€y-nornL- I7 \ ano Associates, lnc.
7:00 PM 8:00 PM 9:00 PM

01/11/2022 Item No.15.

Existing Parklng Occupancy {Off-Sileet} - Weekday- Zone I l% Occu,
too%
90%
80%
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N%
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7lrla nrmrey-norn
L- I7 \ and Associateg lnc.

01/11/2022 Item No.15.

Existing Parking Occupancy (Off-Street| - Weekend - Zone 1 60%
100%
90%
SOYo
70%
50%
40%
30%
20%
ro%
l% Occu
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7-F| nlmey-norn
L-I7 \ ano Assocratesi, rnc.

01/11/2022 Item No.15.

Existing Parking Occupancy (Off-Street) - Weekday- Zone 2 t00/o
9Vo
8096
TOYo
ffi%
50%
40%
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7-J!| ^rmrey-rrornL-f/ \ and Associates,lnc.

01/11/2022 Item No.15.

Existing Parking Occupancy (Off-Streetl - Weekend - Zone 2 100%
70%
90%
8M
60%
40%
30%
20%
to%
50%
I % Occu.
o%
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\- I7 \ anci Associates. lnc.

01/11/2022 Item No.15.
nll'!
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6:00 AM
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8:00AM
9:00 AM
10:00AM
11:00 AM
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1:00 PM
2:00 PM
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4:00 PM
5:00 PM
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01/11/2022 Item No.15.

Existing Parking Occupancy (Off-Street) - Weekend - Zone 3 LOWI
n%
80%
7Wo
60f/o
50%
4Vo
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7-Jll ^rmrey-norn>- f 7 \ ano Assocrates, rnc.

01/11/2022 Item No.15.
7-fl nrm€y-norn
\ff I ano Assocrareg rnc,
Attachment B - District-Wide Parcel-by-Parcel Land Use Assumptions HIswfu Dh|rlcl Par*lng lmplcarcnudon Phn UNqE
Tech Memo #2 (lmplementatlon Plan Updatel

01/11/2022 Item No.15.

Folsom Hlstorlc Oistrict
\
A
A
A
A
E
a
B
A
A
Itld€
A
A.
2 2
2 2
2 2
2 2
1 I
I
I
1 1
1 1
1 1
1 1
,|
1 1
2 2
2 ?
2 su|dy
Zone (1, ll,
or lll)
1 1
I
Atlanhc I Pr.ific REI FstEta
elra Vine\rerd Wine Gallerv
:ovne Maur Bane Desion
SietE West Valuation
taddeft ChimE ric
daribou Salon on Sutler
amDbn's on Suter
Karen KaVs Salon
H*bndt Del Rio
iobom Holel
tne Eaq Lacv
Folsom Holel
Scarlefs Saloon
iadles Lodoe
,izeria Classico
doose Lodoe
olrn Ctub
Starlioht Starbrbht
listrict 605 A Hai. Bo[tioue
FIra Reln
w€ oliv€
FirERain
Scalzi
SnvdolB House ofJade
GhicEoo Fire Pizt
;calzi
Planet Earth Risind
Sutter Street Artists
Pacific Westsm TradeE
Church of Scientdoov
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01/11/2022 Item No.15.

Foleom Historlc
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L-I7 I and alsociates.irrc, Page 2 of 3

01/11/2022 Item No.15.
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7-|fl lrtrnLT-i-rorn
\.I7 I ad Associates.trn Pagp 3 of 3

01/11/2022 Item No.15.

Kimley>)Horn
Memorandum
To:

From:

Date:

Re
Mark Rackovan, P.E.

Matt Weir, P.E., T.E., PTOE
Chris Gregerson, P.E., T.E., PTP
Technical Memorandum #1- lmplementation Plan Update
Historic District Porking lmplementation Plan Update
October 18,2018
This memorandum refreshes the previously completed lmplementation Plan Update (January 17, 2014) and is intended to provide the City with a summary of changes to existing conditions (parking supply, occupancy, and development) that have occurred over the past 4 years. ln addition, the memo includes projected parking "shortages" for future supply and demand and an approximate time frame for the need for additional parking supply. Figure 1 graphically depicts the three zones that have been established in the Historic District for the purposes of this study. Table 1 presents the observed existing on-street and off-street parking supply, which is also reflected in Figure 2 and Figure 3.

Table 1 - Summa of Existi Off-street and On-Street Parki Su Zone Total
Exlstlng
Suoply
Or.Street
Pa*lngSuppVZone off-Street
Publlc Parklng Supply
8Riley St. - Sutter St. to Figueroa St.
13sutter st. - Riley st. - scott st.
l-0
75 Sutter St. - Scott St, - BridBe St.

Riley / Scott
3Scott St. - Riley St. to Sutter St.
17 51"
Scott St. - Sutter St. to FiSueroa St.

Scalzi
51 1n126Subtotols:
t4Wool St. - Leidesdorff to Sutter St
16Wool St. - Sutter St. to Figueroa St.
13Leidesdorff 5t. - Wool St. to Riley St.
10Sutter St. - Wool St. to Riley St.

Trader Lane 115
53 769116
il
Subtofials:
13330 Reading St. - Sutter St. to Figueroa St.Rail Block Structure 1828 Decatur St. - Sutter St, to Figueroa St.Leidesdorff / Gold Lake 1322 Leidesdorff St. - Gold Lake Dr. to Wool St.Sutter / Wool 18Sutter St. - Reading St. to Decatur St.
13Sutter St. - Decatur 5t. to Wool St
75 455Subtotols: 380
il
r79 801622 Toul On-Street Spaces:?otal Off-Street Spaces:

Kimley-Horn ond Associates, lnc., October 2018
kirnley-horn.ccrtn 555 CaJr tol M.rll, Surlt:.100,5.1t:tattttlltlo, Ca rtorrrr,r 9ll81rl

01/11/2022 Item No.15.

FOLSCM HISTORIC DISTRICI

PARKING IMPLEMENTATICN PLAN UPDATE
FIGUREI-PorkingZones
Il
a
=Er
=c'v,Jou-
I
-ffiil
Zone I
Zone ll
Zone lll
LEGEND
KimleyDHorn

01/11/2022 Item No.15.

FOLSO/V H ISTORIC DISTRICT

PARKING IMPLEMEIITATICN PLAN UPDATE
FIGURE 2 - Existing Off-Street Porking Lots
AIBSO
6 =o
=oct)Joll-
tTotf#-SFaces I
A - Parking Garage
B - Rileylscott Lot
C - Scalzi Garage
D - Leidesdorff/
Gold Lake Lot
E - SutterMoolLot
F - Trader Lane Lot
LEGEND
Zone I
Zone ll
Zone lll
KimleyDHorn

01/11/2022 Item No.15.

FOLSOI/ HISTORIC DISTRICT

PARKING II'IPI-EMFNTATIOI'J PLA,N UPDATE
FIGURE 3 - Existing On-Street Porking Spoces
o
=o
=oU)Jou
rnffir
Zone I
Zone ll
Zone lll
0n-Street
fr-l Parking
Spaces
-
LEGEND
Under
Constuction
KimleyDHorn

01/11/2022 Item No.15.

Kimley>)Horn
When compared to the data contained in our previous studyl, the off-street parking supply included in the study has stayed constant and on-street parking supply has decreased by five (179 vs. 184). ln total, the current parking supply included in the study is five (5) spaces less than was documented in 2014 (801 vs. 806).

Parking occupancy data was collected on Thursday, October 4 and Friday, October 5, 20L8. This data is included as Attachment A to this memorandum. When compared to the data contained in our previous studyl, it is apparent that parking behavior has changed in the Historic District. Unlike the 2O74 data which reflected peak weekday occupancies (off- and on-street) of less than 40 percent combined occupancy, the current data peaks at 60 percent combined occupancy. Likewise, the weekend (Friday evening) data previously peaked at less than 50 percent occupancy with the current data reflecting 59 percent occupancy.

As previously discussed, we acknowledge that the most recent occupancv data includes vehicles that are parked in the Rail Block parking structure for the purposes of using Light Rail specifically, and not as a result of the land uses within the Historic District. ln addition to removing the Light Rail off-street lots from the existing demand calculations, will also calculated the proportion of the Rail Block parking structure's parked vehicles that are not specific to Light Rail. The data contained in Attachment A reflects these assu m ptions.

Parklnr Model Develooment
As was the case with the previous study, the first step towards determining the updated future parking demand is to update and validate the Historic District parking modelto ensure that it accurately predicts/mimics existing conditions. The parking model is considered to be "validated" if the difference in model-predicted peak parking demand and the observed peak parking demand is within t10 percent, Also, validation is considered to be achieved when the model-predicted time-of- day hourly profile closely matches observed profiles. Once validated for the updated existing condltions, the parking model was then used to project updated future parking demand.

Existing Land Uses
The existing Historic District land uses were obtained from the City of Folsom. Where appropriate, assumptions were made using the previous study and professionaljudgment. A detailed parcel-by- parcel list of District parcels and their assumed development status is provided in Attachment B.

Table 2 summarizes the existing land uses by Zone. Existing private land uses which provide parking exclusively for their patrons are excluded from the parking model. 1 Technical Memorandum #2 - lmplementotion Plan Updote, Kimley-Horn and Associates, lnc,, January t7 ,2014.

Hlstortc Distrlct Parking lmplementotlon Plan Updou
DMFT Technical Memorandum #1 - lmplementation Plan Update

October 18,2018

01/11/2022 Item No.15.

KimleyDHorn
Table 2 - Existing Land Use fypes and Square Footages
l-and Use Type
Existlng Square Footage
Zone 1 Zone2 Zone 3 AllZones
Retail 72,786 30,975 9,460 53,22L
Restau ra nt rs,298 2,700 3,600 21,598
Office 27,04s 7,s00 28,961 63,s06
Club/BarlTasti ng Rooms 4,L90 6,250 1,500 1L,940
Theater (Seats) 0 115 0 115
Museum / Exhibit Space 0 0 15,703 15,703
Residential
(Dwelline Units - D.U.) 2 2
Total 59,319 +
2 D.U.
47,425 +
115 Theater
Seats
59,224
165,968 +
2 D.U. +
115 Theater Seats
Consistent with the original study, parking demand was estimated based on parkinggeneration rates published by the lnstitute of Transportation Engineers' (ITE) Porking Generotion, 3rd Edition, 2004 and the Urban Land lnstitute's (ULl) Shored Porking, 2nd Edition. As ITE published Porking Generation,4th Edition since the previous study, a comparison of rates was completed and for those that were significantly different, the more recent rate was used. However, because these rates are developed from isolated suburban land uses poorly served by transit, they do not represent the true parking demand generated by uses located in walkable, mixed-use districts such as Folsom's Historic District.

Therefore, the rates have been adjusted to reflect L) the unique parking generation characteristics of the Historic District, 2) linked trips where people park once in a public parking space and then walk to multiple locations,3) internal non-auto trips where people who reside in or nearthe Historic District walk to commercial establishments, 4) a reasonable level of transit use, and 5) the interaction of uses at sites with multiple land use types (mixed use internal capture). The adjusted parking demand generation rates used in this study include the following adjustment factors:
r Two (2) percent reduction for transit trips
I Three {3) percent reduction for bicycle trips
r Four {4) percent reduction for walk trips,
r Fifteen (15) percent reduction for captive trips
Parking Model Validation - Weekdoy
Following calibration of the parking model, existing weekday conditions were predicted. The results were compared tothe observed weekday parking occupancyfor existing land uses. fhe results of the weekday comparison are summarized in Table 3.

As shown in Table 3, the parking model predicts the weekday peak parking demand is 479 spaces while the observed peak parking demand usingthe occupancy survey is 522 spaces, a difference of 43 spaces, or a 9 percent difference. Based on this finding, the parking rnodel is considered to be validated.

Historic Dlstrlct Porking lmplementotlon Plan Update
DRAFT lechnical Memorandum #1 - lmplementation Plan Update

october 18, 2018

01/11/2022 Item No.15.

Kimley>)Horn
Table 3 - Comparison of Parking Model Calibration Results with Observed Parking Occupancy - Weekday
No. Item Model Predlction of
Demand Observed Demand Percent
Dlfference
1 Existing Peak Weekday
Parking Demand 479 spaces 522 spaces 9%
2 Existing Peak Hour 1.2:00 p.m 2:00 p.m.

N/A
3 Existing Peak Demand
Periods 12:00 p.m, to 2:00 p.m. 12:00 p.m. to 2:00 p.m., 5:00 p.m, and 7:00 p.m.

Porking Model Volidotion - Weekend
Following calibration of the parking model, existing weekend conditions were predicted. The results were compared to the observed weekend parking occupancy for existing land uses, The results of the comparison are summarized in Table 4 below. lt is important to note that weekend parking occupancy surveys were conducted only between 6:00 p.m. and 9:00 p.m. on a Friday night.

Table 4 - Comparison of Parking Model Calibration Results with Observed Parking Occupancy - Weekend
No. Item Model Predictlon of
Demand Observed Demand Percent
Dlfference
1 Existing Peak
Weekend Parking
Demand
472 spaces 514 spaces 9o/o
2 Existing Peak Hour 7:00 p.m 6:00 p.m.

N/A
3 Existing Peak Demand
Periods 6:00 p.m, to 8:00 p.m. 6:00 p.m. to
7:00 p.m.

The model predicted weekend peak parking demand is 472 spaces while the observed peak parking demand is 51"4 spaces, a difference of 42 spaces, or 9 percent. Based on this finding, the parking model could be concluded as validated.

Future Parkins Suoplv and Demand Analtais
Consistent with the City's direction as part of the previous study, the future development scenario is constrained by the amount of future parking supply achieved by the addition of one new parking structure. This new structure is assumed to be constructed on the Trader Lane lot.

The purpose of this analysis was to estimate the amount of future available parking supply, and the corresponding amount of future development, which can be accommodated by the addition of a single new parking structure on the Trader Lane lot. Consistent with current Historic District design guidelines2, this single structure would have a 50-foot height limitation. The amount of future available parking supply correlates into an amount of supported future development, The future parking supply is approximated as the sum of excess existing parking supply after accounting for parking demand generated by existing and planned/approved development, and the parking supply that could be accommodated in a new Trader Lane structure. 2 Histotic District Design ond Development Guidelines, City of Folsom, October 1, 1998.

Historic District Parklng lmplementatlon Plon Update
DRAFT Technical Memorandum ffL - lmplementation Plan Update

October 18, 2018

01/11/2022 Item No.15.

KimleyDHorn
It is important to note that, per the City's direction the "planned/approved projects" includes the Historic Folsom Station (Zone lll). Furthermore, because existing land uses (excluding the specialty uses such as Club/Barfiasting Rooms, Theater, Museum/Exhibit Space) within the Historic District are classified primarily as retall, restaurant, or office uses, future development was also similarly allocated across these three land use types.

Future Porking Supply
Future Off-Street Parkine Suoplv
The future off-street parking supply is comprised of existing off-street parking facilities and planned public spaces as part of known new development. Loss of parking spaces from new development includes 50 spaces with development of the Rail Block, and 116 spaces with the development of a parking structure on the Trader Lane lot. The number of future off-street parking locations, as well as the number of spaces provided are shown in Figure 4.

Future On-Street Parkine Suoplv
The future on-street parking supply is equal to the existing conditions. No on-street changes are anticipated or incorporated in this update. Consistent with the existing conditions, the study area contains a total of 179 on-street parking spaces.

Total Future On- and Off-Street Parkins Supplv
Table 5 summarizes the total future number of parking spaces by Zone and in total. There are 535 total future off- and on-street parking spaces within the study area. The future off- and on-street parking supply of 535 spaces is 156 spaces less than the existing parking supply.

Hlstotic Dlttrlct Pd*lng lmplementotlon Plan Update
DRAFT Technical Memorandum #1- lmplementation Plan Update

October 1.8, 2018

01/11/2022 Item No.15.

KimleyDHorn
Table 5 - Summary of Future Off-Street and On-Street Parking Supply by Zone Zone Off-Street
Public Parklng Supply
On-Street
Publlc ParklngSupph
Total
Existing
Supply
Riley / Scott 75
Riley St. - Sutter St. to Figueroa St. 8
Sutter St. - Riley St. - Scott 5t, 13
Sutter St. - Scott St. - Bridge 5t. 10
Sca lz i 51
Scott St. - Riley St. to Sutter St. 3
Scott St. - Sutter St. to Figueroa St. 17
Subtotols: 126 51 177
il
Wool st. - Leidesdorff to sutter st. 74
Wool St. - Sutter St. to Figueroa 5t. 16
Leidesdorff St, - Wool St, to Riley St. 13
Sutter St. - Wool St. to Riley St. 10
Subtotols: 0 53 53
Rail Block Structure 330 Reading St. - Sutter St. to Figueroa St. 13 Decatur St. - Sutter St. to Figueroa St 18
Leidesdorff St. - Gold Lake Cr. to Wool St. 13
Sutter St. - Reading St. to Decatur St. 18
Sutter St. - Decatur St. to Wool St. L3
Subtotols: 330 75 405
Total Off-Street Spaces: 456 Total On-Stre€tSpaces: 179 635 Note: Excludes off-street parking supply qoined in proposed Trader Lone porking structurc.

Hlstartc Dlstrict Porklng lmplementatlon Plan Updote
DRAFT Technical Memorandum #1 - lmplementation Plan Update

October 18, 2018

01/11/2022 Item No.15.

FCLSC/\I HISTORIC DISIRICT
PARKI NG IMPLEAAENTATICN] PLAN U PDATE
FIGURE 4- Future Off-Street Porking Lots
o
=cc)
othJou-
ffi
f-Tnrspaces I
A - Parking Garage
B - Bileylscott Lot
C - Scalzi Garage
LEGEND
Zone I
Zone ll
Zone lll
-n
KimleyDHorn

01/11/2022 Item No.15.

KimleyDHorn
Existing plus Future Parking Demond
ln context of this study, future parking demand is defined as a demand for parking that cannot be accommodated by individual on-site, private supply, Therefore, this demand must be accommodated by the municipal parking supply, either on-street or off-street. The purpose of this analysis is to estimate existing plus future parking demand and determine whether the existing and planned public parking supply (including the proposed Trader Lane parking structure) is sufficient.

For this study, the demand generated by future Historic District residential uses is assumed to be accommodated on-site. Residential visitors, and employees and patrons of the commercial Llses, are assumed to park off-site and rely on the public parking supply. Based on these assumptions, the future parking demand is estimated.

Future Land Uses
As previously stated, the future development scenario is constrained by the amount of future parking supply achieved by the addition of one new parking structure. This new structure is assumed to be constructed on the Trader Lane lot and incorporate ground floor retail. Based on a preliminary schematic and feasibility evaluation, 442 spaces can be accommodated in this structure. The net available parking spaces within the District, after accounting for existing and planned/approved parking demand and practical capacity, is 343 spaces for the weekdays and 347 spaces for the weekends. This level of parking supply (343/347 spaces) was determined to accommodate 21,350 square feet of retail, 15,250 square feet of restaurant, and 24,400 square feet of office uses in addition to the planned/approved projects and ground floor retail within the Trader Lane parking structure. This determination is discussed in more detail in the section below The future square footages were estimated using the existing proportion of square footages within the District. The total future development that cou[d be accommodated is L26,480 square feet, including 19,850 square feet of ground floor retail within the proposed parking structure. Table 6 shows the land use categories and square footages representing future land uses.

Existine plus Future Parking Supplv and Demand
Using the adjusted parking generation demand rates and the trip reduction percentages for transit, bike, walk, and captive trips, the parking model predicts existing plus future weekday and weekend parking demand. Table 7 presents the results of the determination of the amount of future development which can be accommodated by the available District parking supply with the addition of a Trader Lane parking structure.

As shown in Table 7, based on the future parking supply limitations (343 weekday and 347 weekend), a future development scenario of 2L,350 square feet of retail, 15,250 square feet of restaurant, and 24,400 square feet of office uses should be assumed and utilized in future planning efforts for the District,
Accounting for assumed construction timelines and logical, sequential implementation of District development, the anticipated parking supply and demand were plotted to graphically depict parking conditions in the District over time for conditions both with and without a new parking structure on the Trader Lane lot. This information is provided in Figures 5-8. For this analysis it was assumed that the Trader Lane lot would not be completed for eight years from the beginning of the analysis period due to financial and other constraints. An assumed 12-month construction timeline was also used and thus, parking was reduced for that construction timeline. As shown in Figure 5 and Figure 7, the delay in construction of the Trader Lane lot constrains available development for 24 months until Hlstorlc Dlstrlcf Porklng lmplementation Plan Updote
DMFT Technical Memorandum #1 - lmplementation Plan Update

October 18, 2018

01/11/2022 Item No.15.

KimleyDHorn
construction is completed. This constraint and two-year delay for further development results in future development not being achieved for either the weekday or weekend. This constraint only allows between 82 and 84 percent of the total future achievable development.

Table 5- Future Land Use Types and Square Footages
Land Use Type
Future Square Footage or Drvelling Unlts
Planned /
Approved
ProJectsr
Trader Lane
Struchrre
Ground Floor
Retail
Addltbnal
Danelopment
Accommodated by
tl42 SpaceTrader
Lane Structurc
Total Rrture
Development
Retail 25,350 19,8s0 2 1,350 66,550
Restaurant 8,500 15,250 23,750
Office 7L,780 24,400 36,180
Club/Bar/fasting Rooms
Theater (Seats)
Museum / Exhibit space
Residential
{Dwellinc Units - D.U.) 60 60
Total 45,630 +
50 D,U. 19,850 51,000 126,480
60 D.U.
1 lncludes Historic Folsom Stotion Proiect
Historic Distilct Porking lmplementotlon Plon Update
DRAFT Technical Memorandum #1 - lmplementation Plan Update Page !2 of L7
October 18, 2018

01/11/2022 Item No.15.

Kimley>DHorn
T:ble 7 - Permissible Future Development Based on Future Parking Supply Step f Steps Weekday Weekend
l" Estimated Parking Spaces in Trader Lane structure 442 spaces 442 spaces 2a Parking Demand for Planned/Approved Projects 151 spaces 1,68 spaces 2b Existing Parking Demand 479 spaces 479 spaces
3 Total Parking Demand 63O spaces 647 spaces
4a Future Parking Supply (excludes the existing surface and proposed structure parking spaces in Trader Lane Lot)
1 635 spaces 535 spaces
4b Excess Parking Spaces 5 spaces -L2 spaces
5a Available Parking Supply for Future Development
(step1+step4b) 447 spaces 430 spaces
sb Parking Demand for Wrap-Around Retail 65 spaces 45 spaces 5c Total Available Parking Supply for Future Development 381 spaces 385 spaces 6a Practical Capacity Reduction 70% 1,O%
6b Net Total Available Parking Supply for Future (so%
of step 5c) 343 spaces 347 spaces
Future Land Uses Quantlty
Peak
Weekday
Demand
Peak
Weekend
Demand
7 Retail 21,350 SF 96 spaces 96 spaces
Restau ra n t 1s,250 SF 136 spaces 227 spaces
Office 24,400 SF 110 spaces 9 spaces
Tota I 61,000 sF 342 spaces 333 space:

The future parking supply includes 179 on-street spaces and 456 off-street spaces for a total of 635 spaces The off-street parking spaces includes the following:
- Riley/Scott Lot = 75 spaces
- Scalzi = 51 spaces
- Rail Block Parkins Structure = 33O soaces
Attachments:

A * Parking Occupancy Data
B - District-Wide Parcel-by-Parcel Land Use Assumptions Hlstorlc District Porking lmplementation Plan Updote
DRAFTTechnical Memorandum #1 - lmplementation Plan Update

October 18, 2018

01/11/2022 Item No.15.

Folsm,
California
City of Folsom Historic District
Parking lmplementition Plan Update

1.200
1,000
800
o
6e
{C
=o 6004
o
q
t
E
I
z
400
200
€a9qoQqoooQoooddddni<ddiNdi!NqdrydryrydddNNdNNdd^NdddNNdNtodi--i--dNildNtod&Nan Et$iEe*gEF$SeuggpaE:uEEp.ij:uggf""E:uEtftS:uE3ri$E:.EHd.iE:uggp"i:gggiiE:st Month &Year
Future developrnefi constralrEd du€ to
patling demand crc€edint capacity
(Sep 23 to Sep 251
95% Occupancy
-Total
Parking Demand
-Total
Parking Supply
r o Denand w?th Constrdined Development
to Dc
I
ttltttl
rnlncrease
spaces)
231
(41
(5€pHFS
demand
Tnder
demand
within
parkingtn
retail
I nctease
around
eoti Ocqrp.noy
Future dev€lopment reaches 94% of
total po$ibh delrelop{nent
HFS (S€p 2?l - lncreas€ in parkinE
d.m.nd (20spscg3l
Unear increaSe figr ftrrure derrelopmefitorer 7
vears (€ 4 spses sery mon$ staninf Jan 21
! HFS(S€p20)-hcreaseinparking I
! demai(zrspa"es) it-----------------------J
HFS (lan 19) - lncrease in parking
demand {87 spaces)

L--------
;;ffi1
to the losc od g,rhcc parkint spac ln
Dccte.s€ lD psrklng supply lU6 lncrease in parkirE supply {442 spaces} due to the @nstruction olTrader Lane structure (Sep 25)
i-s86ffi--r*-
iJS!}-L-----l7396occspancy !
(scpzol inf Ocrryancy
15n 19)
Figure 5 - Weekend Parking Supply and Demand Timeline'KimleyDHorn

01/11/2022 Item No.15.

Folsom,
California
City of Folrom Hirtorlc Dlrt?ict
Pa*ing lmplemenFation Plan Update
1,m0
1,200
Oeooale ln OrrtlrBcrpply (22spaosrl du. tothG lotsof
srrhce gertlq 9ac.o ln HFS (Sep 2f)
Dec.trsa la pr.tlrE spply (28 sgaccil due to dra loss
of surf.ce porilry ip.es ln HFS (S€p 22)
filoiOcq+arV
,tt,I
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It
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t
III
Linear increase for future dewlopmentoverT
years (@ 4 spaces every montt startingrm 21
€[l0
g
oc0
F
g 500
o
o!
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ilFS (Jan llD - lncrese ln parking
demard (87 spaces)
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demnd (21spae)
200
0 i
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leyDHorn
HFS (Sep 23) - lncrease in parking
demand (41 spaces)
HFS (Sep 22) - lncrease in parking
demand (2O spaes)
92SOcrParEf
fuFCy
6OfOcon*rv
-To'bl
Parklnt Demrnd
-Total
Parlinlsupply
Figure 6 - Weekend Parking Supply and Demand Timeline (No Trader Lane Structurel

01/11/2022 Item No.15.

Cr'ty of Folsom Historic District
ParkinB lmplementation Plan Updete
1,200
1,000
6096 Ocorpancy
HFS (5e9 20) - lncrease in parking
demand {19 spaces)
the
lncrease in parking demand (66 spacsl for the wGp
-arcund retail within Trader LEne parking structure
-Total
ParkingDemand
-Total
Parkingsrlpply
- - Demand with Constrained Development
HFS (sep 23) . lnseare io parking
demand 154 spacesl
HFs (Sap 22) . lncreae in par*ing
d€mand (31 spaces)
Lin€ar lncrea3e tor firture dgrelopment ov€r 7
yc.r! (e 4 spao?' cy?ry rionth irartrl8 Jan 2l
! otrrl!
Month &Year
Folsm,
California
--l
800
O
oq
ucI
o6m4
o
g3
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400
tt. -,I
t
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'l
! HFs (Jan 19) - lncrea* in parking
I d€nend(4Tspacesl
200
0 aoq9o0i:
! ! 3 FE ..E E 3 cE is E 3 "'E,'s e 3 "' j,."s ! $ "n
g 9g j 3 $E ig ! $ EI i1 g ! I ! I Fd ! $ EI i ! ! s gi i8 Kimley>Horn
96930crrpancy i
Future Dcvelopment reach6 82tt of
total pos3ible developmrnr
t
Ocorpancy
tLII
II
II
IIII
t
III
,
I
t
It

1...--------I Degeas€ in parking supply (28 spaces) due to dle loss I lofsurfaceparkingspacesinHFs(Sep2tl l.t---,------- ----------l I L
Trader tine Lot (Oct 24)-* -tL
l0lt6OcEuparEy
I to the los of surftre parking spaces in
Decreasein parking supply (22 spaces) due to the loss of surfae parking spaces in HFS (Sep 221
i ;";"-J; ;" *,"e-', ffi s5li"iiio"l -;
i-8ti&;-""r -l
l-t*t-t3l-----.:"-
66%
Occupancy
Figure 7 - Weekday Parking Supply and Demand Timeline

01/11/2022 Item No.15.

Folsom,
Califomia
City of Folrcm Histolic District
ParkirE lmplementation Plan Update
56%
Occupancy
6096 Occupancy
1299( Occupancy
I
t
IIItII
L,2ffi
1,000
800
$oq
p
! eoo
o
q
3 E
z
400
a
II
HFS {sep 23)- lmrease in parting
dmand (54 spaces)
68% Occupancy
HFS (Jan 191 - lnc'ease in parking
demand {47 spaces)
88t6 O€orPancy
HFS (Sep z0) - lncr€ase in parking
demand (19 spaces)
tinearlrrrae-f";?fffiil;ffi;;;1
}?aft (e 4 spacer ev.ry month rErdry Jtn 21 !
Month & Year
200
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HFS (Sep ZZI - lncreas€ in pa*ing
demand (31rpaes)
l0lt6occupancy
-Trtal
Parklng D€Ddd
rTotal Parking Supply
Figurc 8 - Weekday Parking Supply and Demand nmeline (No Trader Lane Structure)

01/11/2022 Item No.15.

KimleyDHorn
Attachment A - Parking Occupancy Data
Hlstortc rtbtti(f Po*tnt tmplem,/nutlon Plan Updoae
DRAFTTechnical Memorandum f1 - lmplementation Plan Update

01/11/2022 Item No.15.
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01/11/2022 Item No.15.

Exlstlng Parking Occupancy (Off-Street) - Weekend
rcO%
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01/11/2022 Item No.15.

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01/11/2022 Item No.15.

ExistingOn-Street and Off-Site parking Occupancy - Weekend LWo
90%
80%
70%
50%
50%
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30%
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Kimley>)Horn
7:00 PM 8:00 PM 9;00 PM

01/11/2022 Item No.15.
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01/11/2022 Item No.15.

Existing Parking Occupancy (Off-Streetl - Weekend - Zone I toa%
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01/11/2022 Item No.15.

Existing Parking Occupancy (Off-Streetl - Weekend - Zone 3 100%
90%
80%
70%
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Kimley)>Horn

01/11/2022 Item No.15.

KimleyDHorn
Attachment B - District-Wide Parcel-by-Parcel Land Use Assumptions Htttoilc Dlstil(f, Pa*lng lmplementotlon PIan UpdoE
DMFT Technical Memorandum #1 - lmplementation Plan Update

01/11/2022 Item No.15.

Folsom
A
t{otc
A
A
A
A
A
A
A
A
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A
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oril)
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)ovne Maur Bane Desion
:ire Rain 2 t*ubed aots
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>tan€t Earth Risino
Sutter Str€et Artists
Snvders House of Jade
Chicaoo Fire Piz
Gracefulh Mntaoe
Potrerhouse Pub
Karen KaYs Sabn
The Bao Ladv
Scadefs Ssloon
Folsom Hotel
ilaribou Salon m Sutter
slelTa west valualion
Padqett Chiroorac{ic
={les Lodoe
Moose Lodoe
The Firshouse
Katrina's
Allantic & Pacific Real Estate
Hacbnda Del Rio
Pizzeria Clasim
Cloud's sttdio
HeatherAlwce
lamoton's on Sutter
-olsom Hotel
:ire Rain
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Melanoe
Flre Rain
HamDton's on Sutter
ScaH
Folsom Hotel
American Msion Galbrv
Stadioht Starbrioht
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llo
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KirnleyD)Horn Page 1 of 3

01/11/2022 Item No.15.

Notfn,
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0,
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rav's Place/Dal Belk|
Lockdourn Brewind Co-
Vida Mia PhotmEDhv
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Adam Reeder Studios
Roost Vintaoe Livino
Folsom Tourism Bureau
aoe Nine (1 15 seats)
Too Shabbv
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Outdoor Link
Jrdos Deli
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Alchemv Day Spa ard Boutioue
Dorothea's
imiMs Comer
Mark Robeds
rdie Salon
jberty Tattoo
allorv Moments
tlack Rooster
ainbow Bridqe Jeyvelers
tocious Gem Jewelers
Sutter Street Grill
Chamber of Commere
each Hut Deli
tama Bootcamp
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Celbr Wine and Cheese Ber
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KimleyD)Horn Page2 ol3

01/11/2022 Item No.15.
l{oar
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Notes:

A - Th€se existing developments provide small. private ofi-street parking exclrj$vev for th€ir patrons, and do not rely on the public parking supply. Therefore, they were not surveyed and are exclrd€d frorn the model validation process.

B - Apprcved/Pending Pmject
Kimley*Horn

01/11/2022 Item No.15.
7-fl ^rmrey-Frorn:-f/ \ ano Assocrates, rnc.

Nlemorandum
To:

From:

Re:

Date
Mark Rackovan, P.E.

Matt Weir, P.E., T.E., PTOE
Technical Memorandum S2 - lmplementation Plan Update
Historic District Parking lmplementotion Plan Updote
January 17,2Ol4
This memorandum builds upon the previously completed Existing Conditions evaluation (October 3, 2013) and is intended to provide the City with an updated projection of Historic District parking supply and demand over the next decade. Figure 1 graphically depicts the three zones that have been established in the Historic District for the purposes of this study. Table 1 presents the observed existing on-street and off-street parking supply which is also reflected in Figure 2 and Figure 3.

Table 1- Summary of Existing Off-Street and On-Street Parking Supply by Zone Zone off-street
Publlc ParklngSupply
On-Street
Public Parking Supply
Total
Exlstlng
Supply
Riley / Scott 75
Riley St. - Sutter St. to Figueroa St. 7
Sutter St. - Riley St. - Scott St, 13
Sutter St. - Scott St. - Bridge St. 10
Scalzi 51
Scott St. - Riley St. to Sutter St 3
Scott St. - Sutter 5t. to Figueroa St. t7
Subtotals: t26 50 176
il
Trader Lane IL6
Wool St. - Leidesdorffto Sutter 5t. 74
Wool St. - Sutter 5t. to Figueroa St. 16
Leidesdorff St. - Wool St. to Riley St. 11
Sutter St. - Wool St. to Riley 5t. 10
subtotats: 716 57 167
Rail Block Structure 330 Reading St. - Sutter St, to Figueroa St 13 Leidesdorff / Gold Lake 28 Decatur St, - Sutter St. to Figueroa St. 18 Sutter,/ Wool 22 Leidesdorff St. - Reading St. to Gold Lake Cr. I Leidesdorff st. - Gold Lake Cr. to Wool St. 13
Sutter 5t. - Reading St. to Decatur St. 18
Sutter St. - Decatur St. to Wool St 13
Subtotals: 380 83 463
Total Off-Street Spaces: 622 Total On-Strcet Spaces: 184 806 Kimley-Horn ond Associates, lnc., September 2013
Hls?oilc Dlstilct Partlng lmplementotion Ptan Updote
Tech Memo flz (lmplementation Plan Update)

lanuary 17,ZOI4

01/11/2022 Item No.15.

FOLSCM HISTORIC DISIRICT

PARKING IMPLEMENTATICN PLAN UPDATE
ct
fiE
=ott
oIL
l"EGElID
I Zonet
I Zonett
ffiffiil Zonettt
FIGUREl-PorkingZones
7-Jl Kimler/-Horn
L,I7 \ ano Fssocrareqlrrc.

01/11/2022 Item No.15.

FOLSCM HISTCRIC DISTRICT
PARKI I\]G IMPLEMENTATICN PLAN U PDATE
LEGEND
I Zonel
m Zonett
lot / # Spaces
A - Parking Garage
B - Riley/Scott Lot
G - Scalzi Garage
D - Leidesdorff/
Gold Lake Lot
E - SutterMool Lot
F - Trader Lane Lot
m Zone lll
FIGURE 2 - Existing Off-Street Porking Lots
Tfal Kimlev-Horn
L-I7 \ anoAisocrares,rnc.

01/11/2022 Item No.15.

FOI-SOI/ H ISTO RIC DISTRICT
PAI?l(l NG ll/PL-EA/TENTATION PLAN UPDATE
ct
fr4t
=ov,
etL
Tnffiil
Zone I
Zone ll
Zone lll
0n-Street
i ** 1 parking
Spaces
LEGEND
FIGURE 3
- Existing On-Street Porking Spoces
7-Jl Kimlev-Horn
b.f7 I anonssocrares,rnc.

01/11/2022 Item No.15.
7-J!| ^rmrey-norn\.f7 \ and Assocrates, rnc.

When compared to the data contained in our original studyl, the off-street and on-street parking supply included in the study has decreased by 53 (622 vs. 575) and 48 (184 vs.232l spaces respectively. ln total, the current parking supply included in the study is 101 spaces (806 vs. 907) less than was documented in 2008.

Parking occupancy data was collected on Wednesday, September 25 and Friday September 27,2O73.

This data is included as Attachment A to this memorandum. When compared to the data contained in our original studyl, it is apparent that parking behavior has changed in the Historic District. Unlike the 2008 data which reflected peak weekday occupancies (off- and on-street) of over 70 percent, the current data peaks at less than 40 percent combined occupancy. Likewise, the weekend (Friday evening) data previously peaked at nearly 85 percent occupancy with the current data reflecting less than 50 percent occupancy.

As previously discussed, we acknowledge that the most recent occupancy data includes vehicles that are parked in the Rail Block parking structure for the purposes of using Light Rail specifically, and not as a result of the land uses within the Historic District. ln addition to removing the Light Rail off-street lots from the existing demand calculations, will also calculated the proportion of the Rail Block parking structure's parked vehicles that are not specific to Light Rail. The data contained in Attachment A reflects these assumptions.

Parking Model Develonment
As was the case with the original study, the first step towards determlnlng the updated future parking demand is to update and validate the Historic District parking modelto ensure that it accurately predicts/mimics existing conditions. The parking model is considered to be "validated" if the difference in model-predicted peak parking demand and the observed peak parking demand is within t10 percent. Also, validation is considered to be achieved when the model-predicted time-of- day hourly profile closely matches observed profiles. Once validated for the updated existing conditions, the parking model was then used to project updated future parking demand.

Existing Land Uses
The existing Historic District land uses were obtained from the Folsom Historic District Association.

Where appropriate, assumptions were made using the original study and professional judgment. A detailed parcel-by-parcel list of District parcels and their assumed development status is provided in Attachment B.

Table 2 summarizes the existing land uses by Zone. Existing private land uses which provide parking exclusively for their patrons are excluded from the parking model. 1 Historic District Porking tmplementotion Plon Update, Kimley-Horn and Associates, lnc., January 16, 2009.

Histotic Dittrlct Pa*lng lmplementotion Pton Updote
Tech Memo #2 (lmplementation Plan Update)
PaBe 5 of 16
January u,2014

01/11/2022 Item No.15.
7-Jll ^rmrey-Horn\- I/ \ ano A-ssocrares, tnc.

Iable 2 - Existing Land Use Types and Square Footages
land Use Type
Exlstlng Square Footage
Zone I 7one2 Zone 3 All Zones
Retail 9,786 30,975 9,460 50,221
Restaurant 15,298 2,7@ 3,600 21,598
Office 24,422 7,500 28,961 60,883
Club/Barfiasting Rooms 4,190 6,25O 1,500 11,940
Theater (Seats) 0 115 0 11s
Museum / Exhibit Space o 0 15,703 75,703
Total 53,696
47,425 +
115 Theater
Seats
59,224
L44,642+
115 Theater
Seats
Consistent with the original study, parking demand was estimated based on parking generation rates published by the lnstitute of Transportation Engineers' (lTEl Porking Generation, 3'd Edition, 2004 and the Urban Land lnstitute's (ULl) Shored Parking,2nd Edition. Because these rates are developed from isolated suburban land uses poorly served by transit, they do not represent the true parking demand generated by uses located in walkable, mixed-use districts such as Folsom's Historic District.

Therefore, the rates have been adjusted to reflect 1) the unique parking generation characteristics of the Historic District, 2) linked trips whereas people park once in a public parking space and walk to multiple locations, 3) internal non-auto trips whereas people who reside in or near the Historic District walk to commercial establishments, 4) a reasonable level of transit use, and 5) the interaction of uses at sites with multiple land use types (mixed use internal capture). The adjusted parking demand generation rates used in this study include the following adjustment factors:
. Two (2) percent reduction for transit trips
. Three (3) percent reduction for bicycle trips
. Four (4) percent reduction for walk trips,
r Fifteen (15) percent reduction for captive trips
Parking ModelValidation - Weekday
Following calibration of the parking model, existing weekday conditions were predicted. The results were compared to the observed weekday parking occupancy for existing land uses. The results of the weekday comparison are summarized in Table 3 below:

Table 3 - Comparison of Parking Model Calibration Results with Observed Parking Occupancy - Weekday
No. Item Model Predlctlon of
Demand Observed Demand Percent
Dlfference
1 Existing Peak Weekday
Parking Demand 378 spaces 339 spaces t0%
2 Existing Peak Hour 12:00 Noon 12:00 Noon
N/A
3 Existing Peak Demand
Periods
12:00 a.m. to 2:00 p.m.,
5100 p.m, and 7:00 p,m.
11:00 a,m, to 1:00 p.m.,
5:00 p.m. and 7:00 p.m.

Histotic Oisttict Porking lmplementotion Plon Update
Tech Memo #2 {lmplementation Plan Update}

January L7,2Ot4

01/11/2022 Item No.15.
7-fl nrmrey-norn
:-f/ \ ano Assocrares, Inc.

As per the parking model, the weekday peak parking demand is 378 spaces and the peak parking demand observed using occupancy survey is 339 spaces, a difference of 39 spaces, or a 10 percent difference. Based on this finding, the parking model is considered to be validated.

Parking ModelValidotion - Weekend
Following calibration of the parking model, existing weekday conditions were predicted, The results were compared to the observed weekday parking occupancy for existing land uses. The results of the comparison are summarized in Table 4 below. lt is important to note that weekend parking occupancy surveys were conducted only between 6:00 p.m. and 9:00 p,m. on a Friday night.

Table 4 - Comparison of Parking Model Calibration Results with Observed Parking Occupancy - Weekend
l{o. Item ModelPredlc'tlon of
Demand Observed Demand Percent
Dlfference
1 Existing Peak
Weekend Parking
Demand
442 spaces 446 spaces -L%
2 Existing Peak Hour 7:00 p.m. 6:00 p.m,
N/A
3 Existing Peak Demand
Periods 6:00 p.m. to 8:00 p.m 6:00 p.m. and
7:00 p.m.

The model predicted weekend peak parking demand is 422 spaces and the observed peak parking demand is 445 spaces, a difference of 4 spaces, or 1 percent. Based on this finding, the parking model could be concluded as validated.

Future Parklnn Supoty and Demand Analvsis
Consistent with the City's direction as part of the original study, the future development scenario is constrained by the amount of future parklng supply achieved by the addition of one new parking structure. This new structure is assumed to be constructed on the Trader Lane lot.

The purpose of this analysis was to estimate the amount of future available parking supply, and the corresponding amount of future development, which can be accommodated by the addition of a single new parking structure on the Trader Lane lot. Consistent with current Historic District design guidelines2, this single structure would have a 5O-foot height limitation. The amount of future available parking supply correlates into an amount of supported future development. The future parking supply is approximated as the sum of excess existing parking supply after accounting for parking demand generated by existing and planned/approved development, and the parking supply that could be accommodated in a new Trader Lane structure.

It is important to note that, per the City's direction the "planned/approved projects" include Fire Rain (Zone l), Westwood (Zone lll), and Historic Folsom Station (Zone lll). Furthermore, because existing land uses (excluding the specialty uses such as Club/Barfl-asting Rooms, Theater, Museum/Exhibit Space) within the Historic District are classified primarily as retail, restaurant, or office uses, future development was also similarly allocated across these three land use types. 2 Historic District Design and Development Guidelines,City of Folsom, October 1, 1998.

Hisaorlc Dlstrict Porking lmplementation Plan Updote
Tech Memo f2 (lmplementation Plan Updatel

January L7,2Ot4

01/11/2022 Item No.15.
7-fN ^rmrey-HornL- I/ \ ano Assoctates, tnc.

Future Porking Supply
Future Off-Street Parkins Supplv
The future off-street parking supply is comprised of existing off-street parking facilities and planned public spaces as part of known new development. Loss of parking spaces from new development includes 50 spaces with development of the Rail Block, and 116 spaces with the development of a parking structure on the Trader Lane lot. The number of future off-street parking locations, as well as the number of spaces provided are shown in Figure 4.

Future On{treet Parking Suonlv
The future on-street parking supply is equal to the existing conditions. No on-street changes are anticipated or incorporated in this update. Consistent with the existing conditions, the study area contains a total of 184 on-street parking spaces.

Total Future On- and Off'Street Psrkine Supplv
Table 5 summarizes the total future number of parking spaces by Zone and in total. There are 540 total future off- and on-street parking spaces within the study area. The future off- and on-street parking supply of 640 spaces is 155 spaces less than the existing parking supply.

Table 5 - Summary of Future Off-Street and On-Street Parking Supply by Zone Zone Off-Street
Public Parklng Supply
On Street
Publlc Parklng Supply
Total
Exlstlng
Supply
Riley / Scott 75
Riley 5t. - Sutter St. to Figueroa St. 7
Sutter St. - Riley St. - Scott St. 13
Sutter St. - Scott 5t. - Bridge St, 10
5calzi 51
Scott 5t. - Riley St. to Sutter St. 3
Scott St. - Sutter St. to Figueroa St. t7
Subtotols:. 726 50 776
il
Wool St. - Leidesdorff to Sutter St. t4
Wool St. - Sutter St. to Figueroa St. 16
Leidesdorff St. - Wool St. to Riley St. t1
Sutter St. - Wool 5t. to Riley 5t. 10
Subtotols: 0 5t 57
Rail Block Structure 330 Reading St. - Sutter St. to Figueroa St, 13 Decatur St. - Sutter St. to Figueroa St. 18
Leidesdorff St. - Reading 5t. to Gold Lake Cr 8
Leidesdorff St. - Gold Lake Cr, to Wool St. 13
Sutter 5t. - Reading St. to Decatur St. t8
Sutter St. - Decatur St. to Wool St. 13
Subtolols: 330 83 413
Tota I Off-Street Spaces: 456 Total On-Street Spaces I 184 6rfo Note : Excludes off-street porking supply goined in proposed Troder Lane porking structure, Historic Distri& Parklng lmplementation Plan Update
Tech Memo f2 (lmplementation Plan Update)

January 17,20t4

01/11/2022 Item No.15.

FOLSCM HISTORIC DISTRICT
PARKI I.JG IMPI-EI'.4ENTATION PLAN] UPDATE
cl
fra
Eout
o
Lot i # Spaces
A - Parking Garage
B - Riley/Scott Lot
G - Scalzi Garage
LEGEND
Zone I
Zone ll
Zone lll
FIGURE 4 - Future Off-Streei Porking Lots
TfJl Kimlev-Horn
L-I/ \ ano assocrares, rnc.

01/11/2022 Item No.15.
7-fl ^rmrey-Hornf-f/ \ ano A-ssocrares, rnc.

Existing plus Future Parking Demand
ln context of this study, future parking demand is defined as a demand for parking that cannot be accommodated by individual on-site, private supply. Therefore, this demand must be accommodated by the municipal parking supply, either on-street or off-street. The purpose of this analysis is to estimate existing plus future parking demand and determine whether the existing and planned public parking supply (including the proposed Trader Lane parking structure) is sufficient.

For this study, the demand generated by future Historic District residential uses is assumed to be accommodated on-site, Residential visitors, and employees and patrons of the commercial uses, are assumed to park off-site and rely on the public parking supply. Based on these assumptions, the future parking demand is estimated.

Future Land Uses
As previously stated, the future development scenario is constrained by the amount of future parking supply achieved by the addition of one new parking structure. This new structure is assumed to be constructed on the Trader Lane lot, and incorporate ground floor retail. Based on a preliminary schematic and feasibility evaluation, 442 spaces can be accommodated in this structure. The net available parking spaces within the District, after accounting for existing and planned/approved parking demand and practical capacity, is up to 445 spaces. This level of parking supply (445 spaces) was determined to accommodate 40,600 square feet of retail, 29,000 square feet of restaurant, and 46,400 square feet of office uses in addition to the planned/approved projects and ground floor retail within the Trader Lane parking structure.

The future square footages were estimated using the existing proportion of square footages within the District. The total future development that could be accommodated is 135,850 sguare feet, including 19,850 square feet of ground floor retail within the proposed parking structure. Table 6 shows the land use categories and square footages representing future land uses.

Exlstine nlus Future Parking Suoplv and Demand
Using the adjusted parking generation demand rates and the trip reduction percentages for transit, bike, walk, and captive trips, the parking model predicts existing plus future weekday and weekend parking demand.

Table 7 presents the results of the determination of the amount of future development which can be accommodated by the available District parking supply with the addition of a Trader Lane parking structure.

Hisurtc Distticl Parking lmplernentotion Plan Update
Tech Memo #2 {lmplementation Plan Update}

January L7,2014

01/11/2022 Item No.15.
7-fN nrmrey-norn
Lf/ \ ano Assoc'ares,,nc.

Table 5 - Future Land Use Types and Square Footages
Land Use Type
Future Squerc Footage or Dwelllng Unlts
Planned /
Approved
Projectst
Trader Lane
Structure
Ground Floor
Retall
Addltlonal
Development
Accommodated by
442 Space Trader
Lane Structure
Total Future
Dev€lopment
Retail 28,35O 19,850 40,500 88,800
Restaurant 8,500 29,000 37,500
Office L6,334 46,400 62,734
Club/Barfiasting Rooms t,717 L,7Il
Theater (Seats)
Museum / Exhibit Space
Residential
(Dwellins Units- D.U.) 62 62
Total 54,901
62 D.U. 19,t50 116,qr0 1!Xr,751
52 D.u.
' tncludes Fire Roin, Historic Folsom Stotion, ond Westwood proiects As shown in Table 7, based on the future parking supply limitations (445 weekday and 398 weekend), an assumed future development scenario of 40,600 square feet of retail, 29,000 square feet of restaurant, and 46,400 square feet of office uses should be assumed and utilized in future planning efforts for the District.

Accounting for assumed construction timelines and logical, seguential implementation of District development, the anticipated parking supply and demand were plotted to graphically depict parking conditions in the District over time for conditions both with and without a new parking structure on the Trader Lane lot. This information is provided in Figures 5-8. As demonstrated, the City should begin construction of a Trader Lane parking structure in July 2016, at which point the District-wide parking occupancy is anticipated to be approximately 85 percent. An assumed 12-month construction timeline will allow the parking structure to be completed and operational in mid-2017 to achieve a District-wide occupancy of 65 percent.

Hlstotic Disttiff Porklng lmplementotion Plon Updote
Tech Memo #2 (lmplementation Plan Update)
Page t1 of 16
January t7,2Ol4

01/11/2022 Item No.15.
7-fl Krmrey-Horn
f. f/ \ ano Assocrares, rnc.

Table 7 - Permissible Future Development Based on Future Parking Supply Step; Steps Weekday Weekend
1 Estimated Parking Spaces in Trader Lane structure 442 spaces 442 spaces 2 Parking Demand for Planned/Approved Project! 150 spaces 155 spaces Existing Parking Demand 378 spaces 442 spaces
3 Total Parking Demand 528 spaces 597 spaces
4 Future Parking Supply (excludes the existing surface and proposed structure parking spaces in Trader Lane Lot) I 640 spaces 640 spaces Excess (Deficit) Parking Spaces 112 spaces 43 spaces
5 Available Parking Supply for Future Development
{step1+step4)
554 spaces 485 spaces
Parking Demand for Wrap-Around Retail 50 spaces 43 spaces Total Available Parking Supply for Future Development 494 spaces 442 spaces 6 Practica I Capacity Reduction ta% L0%
Net Total Available Parking Supply for Future {90% ol
step 5l 445 spaces 398 spaces
Future Land Uses quantlty PcakWeekday
Demand
Peak Week€nd
Demand
7 Retail 40,600 sF 124 spaces 106 spaces
Restaurant 29,000 sF 85 spaces 287 spaces
Office 46,400 SF 112 spaces 3 spaces
Total 116,000 sF 321 3paces 395 rpaces
The future parking supply includes 184 on-street spaces and 456 off-street spaces for a total of 640 spaces. The off- street parking spaces includes the following:
- Riley/Scott Lot = 75 spaces
- Scalzi = 51 spaces
- Rail Block Parkinc Structure = 330 soaces
Attachments:

A - Parking Occupancy Data
B - District-Wide Parcel-by-Parcel Land Use Assumptions Historic Disttict Parking lmplementotion Plon Updote
Tech Memo #2 (lmplementation Plan Update)

lanuary L7,20L4

01/11/2022 Item No.15.

Dc(r€.6e In p.rtlrB $ppll 128 rpacca) dlrc to dr. lo6s
otsrrfaca p*ldrl3cpcrs ln HtS tJan l8l
Month &Yeet
city of Folsoflr Hkorls DKrict
ParkinE lmplementation Plan Update
1,200
1 000
lncreas€ in parking supdy {442 spaces} due to the
construction of Trader lane nructure (Jul 17)
Decrease in parking $pply (116 sFecf duc
to the los ofsurf"ce parking spaces in
TGder tane Lot (Jul 16)
800
e
d
c
EcI
{ 500
0 g5
EI
z
400
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Califomia
t,
5596 Occupancy
HFs (Jan 15) - lncr€se in parking
demand {98 spacsl
t--------------
-Iotal
Parking Denrand
ef6fi3l ParkingSupply
td6OcarpsEl
(Jun
171
spaas!
(jan
(38
Westwood
demand
andHFS
parldng
lnctt€n ln p.r'ldrudenerd{43sptcasl torth. wr"p-
aro$d r€tdl wlthln T6dar Lilrc portlagstsucnj,!
Linear increase forfuture development over 7
years (@ 5 spaces every month startingJan 16
HFS and Fire Rain (Jan 19) - lncrease in
parking demand (19 spaces) i
86rOcdrpaocy
De.re.6eh p8rfirlglrpply {zl$€casld{r todE l6d
*rfacc prdl4 sg*cs io tlFS (ran 16)
<=n
Kimley-Horn
and Associates. lnc. Figure 5 - Weekend Parking Supply and Demand Timeline i

01/11/2022 Item No.15.

Folsor[,
Califomh
City ot Foltom Histo.k Dinrict
Parking lmplementation Plan Update
1,200
t00o
8tx)
rU
oe
loc
I
!! 600r
o
g3
E:2
4CD
200
0 aQ9<a<6666Q494999@FFtsFFN€6€€aQ0Oq9OOOOOOOOHHdd-idNNd6odo N - d i + + T T ry A n .'! + +'..' + a,:' q a + T + + E g g = a g 5 $ g i s g t $ g i g, 3 t j g i *" I E $ g E s' g E $ $ i e" ! t $ g i *" E E $ $ i *" j ! E g i $ i 6 ! E : $ i Month & Year
HFs ard Fire Rain (Jan 19) - hcrease in
parting demand (19 spaces)
l:niOcarprcy
93t6 Occupancy
HFS rnd W6trrood (Jan 171 - lncrease ln
garldry dcnrrd (!!8 spaces)
SAf ocorponct
t
t,
dire tothe bssof
Decrce ln prldry su.pdy (28 spGl due to flc h6t
of srrfaoe perld4 sgrec ln HFS (Jan l8f
6114
Occut nsy
HFS (Jan 151 - lncrease in parking
demand (9t spacs!
-Total
Parkir€ Demand
-Total
Parking Supply
Linear increase for future development over 7
years (@ 5 spaces every rnonth starting Jan 15
toArE 221
Figure 6 - Weekend Parking Supply and Demand Timeline (No Trader Lane Structure) TfJl Kimlev-Hom
LI7 I andissociateslnc

01/11/2022 Item No.15.

City of Folio.n Hlrtoric Di*iet
Parkint lmplementation Plan Update
Folsqr,
California
lncrease in parking supply (442 spaces) due to the
@nilruadofl of Trader Lane strustu.e (Jul 18)
Decr€ase ln peddl3 iupplv (28 Jpa€.sl duatodE lo.r
otrllfte. pE t*lgrprc.s h HFS (tan f8)
1,200
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HFS and Fire Rain (Jan 19) - lnaease in
parking demand (45 spacesl
9196 Occupancy
62%O6upancy
lncrease in partingdemand {64 spaces) forthe sftp-
atoutd rttall sltfilnTrrder lenc perldng cmlctr.!
8{96Ocdpancy
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years (O 4sp€ €r,arymonth $anlllBJen 15
5t%
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demand (45 spaG)
-To'tal
Parking Demand
-Total
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I HFS and westwood (Jan u) - lncrease in
I parting demand (59 spaces)
151
rrcl(zl
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pertfiBerpily
prddcsnecer ln
otcndah
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Figurc 7 - Weekday Parking Supply and Demand Timelineand Asgociates, lnc

01/11/2022 Item No.15.
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Nov-15
Jan.16
Mar-16
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01/11/2022 Item No.15.
7-fl ^rmrey-Hornf-f/ \ ano Assocrares,rnc.

Attachment A - Parking Occupancy Data
Hlstodc Dltulct Porklng lmplcmantotion Phn Updotc
Tech Memo#2 (lmplementatlon Plan Update)

01/11/2022 Item No.15.
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01/11/2022 Item No.15.
l%Occu.

Existing Parking Occupancy (Off-Streetl - Weekend
100%
w%
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50%
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7-n ^rmrey-rrornL- I/ \ anq Assocrares, rnc.

01/11/2022 Item No.15.
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01/11/2022 Item No.15.

Existing Parking Occupancy (On-street) - Weekend
I % Occu.
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01/11/2022 Item No.15.
t00%
90%
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70%
60%
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Existing On-Street and Off-Site Parking Occupancy - Weekend I % Occu.
6:0O PM
7-n ^rmey-HornL- f / \ ano Assocnres. rnc.
7:OO PM 8:O0 PM 9:00 PM

01/11/2022 Item No.15.

I % Occu
Existing Parking Occupancy (Off-Streetl - Weekday- Zone I 100%
90%
8A%
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7-n ^rmrey-norn\- f Z \ an61 Assoctates, tnc.

01/11/2022 Item No.15.

Existing Parking Occupancy (Off-Streetl - Weekend - Zone I 100%
90%
80%
70%
ffi%
50%
8%
30%
20%
10%
a%
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7-l7tl ^tmtey-horn\- I7 \ anci Associates. lnc.

01/11/2022 Item No.15.
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to%
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7!,n Krmtey-Horn
L- I/ \ and Associates, rnc.

01/11/2022 Item No.15.

Existing Parking (kcupancy (Off-Street) - Weekend - Zone 2 LOO%
90%
80%
7W6
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s0%
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r % Occu.
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01/11/2022 Item No.15.
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01/11/2022 Item No.15.

Existlng Parking (hcupancy (Off-Street| - Weekend - Zone 3 LOryo
qJ%
80%
TOYo
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50%
t% Occu.
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7-|F| ^rmrey-nornb- I7 \ ano Assocr€fies. rnc.

01/11/2022 Item No.15.
7-fl nrmrey-norn
L.I/ \ ano Assocrares, rnc.

Attachment I - District-Wide Parcel-by-Parcel Land Use Assumptions Histoth Disttict Por*ing lmplcmenutlon Plan UNoE
Tech Memo f2 (lmplementation Plan Update)

01/11/2022 Item No.15.

Folsom Historic
A
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L-I7 \ ano Assocralestne, Pag€ 1 oi3

01/11/2022 Item No.15.
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7-J! rumsrnorn
L-I7 I rxiAssociates. lnc. Page 2 of 3

01/11/2022 Item No.15.

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B - ApprowdlPending Project
7fn m'ng-norrr
f,f7 \ a-ro e3soctnes.rnc Pagts 3 of3

01/11/2022 Item No.15.

Historic District
Parking tmplementation Plan Update
DRAFT
December 9,2A08
Prepared for:

City of Folsom, California
Prepared by:

Kimlor*lom
and fheodatos, lnc.
1430 Blue Oaks Br:ulevard, Suite 120
Roseville, California 95747
Phonc: (916) 797-3811
lhx: (916) 797-3804

01/11/2022 Item No.15.

City of Folsom Historic District Folsomt
CaliforniaDRAFT Parkino Implementation Plan Uodate

EXECUTIVE SUMMARY
The City of Folsom desires to develop a thorough understanding ofthe dynamics of development and parking in its Historic District, and how it will evolve over lime, while ensuring that the City anticipates, and keeps current with, changing demands, The City took an initial step towards this understanding in July 2002, with the preparation oflhJ i.fs bric District Porking Improvement Implementation Plan (Gordon I{. Chong & partners/WalkerParkingConsultants). Thisstudy'sobjectivewasto"detetminethebestwaytoaddparking inventory and thus support the development of comrnercial activity in the Historic District." While tho 2002 P/an established recommendations for the future, the dynamics in the Historic District have certainly changed over the past six years, In addition, the City recently prepared the Parking Management S'Year Planwhich updates parking conditions and near-tenn parking management strategies.

The purpose of this tmplementation Plan {Jpdate is to refresh the2002 Planto more acourately quantify the effeCt oi recent District development and a better defined future build-out scenario on parking supply and demand. More specifically, this report documents both existing and future parking supply and demand, evaluates potential sites for additional parking structures, considers parking and funding strategies, and assesses special events and parking interaction with other concuilent District studies.

Existing Parking Supply and Demand
Based on the daia coliection and analysis of existing supply and peak demand, there is sufficient parking within the study area to accommodate current typical weekday and weekend peak demands, particularly since the Rail Block parking structure was completed. While some zones experience relatively high demands, overall, there is ample available parking within the entire District. However, recent field observations show spillover parking into adjacent residential neighborhoods, particularly in the vicinity ofthe intersection of Wool Street and Figueroa Street.

Fature Parking Supply and Demand
A single future deveioiment scenario was dcvclopcd which is constrained by the amount of future parking suppl! that can be achiived by the addition of one new parking structure. This new structure is assumed to be constructed on the Trader Lane lot, and incorporates ground floor retail. Based on a preliminary schematic and feasibility evaluation , 442 spaces can be accommodated in this structure. The net available parking spaces withinthe District, after accounting for existing and planned/approved parking demand and practical capacity', is up to 425 spaces. This level of parking supply (425 spaces) was determined to accommodate approximately SS,OOO squur" feet of retail, 27,000 square feet of restaurant, and 20,000 square feet of office uses in acldition to the planned/approved projects, as well as the proposed retail on the ground floor ofTrader Lane parking structuri. The future retail and restaurant square footages were estimated using the existing proportion oiretail and restaurant square fbotages within the District. The total future development that could t. i""o*modated is 121,850 square feet, including 19,850 square feet of ground floor retail within the proposed parking structure.

Adequaey of City's Current Historic Distict Parking Supply Strategy Cunently, tle City of Folsom requires a flat parking ratio of I space per 350 square feet for all land use types (retail, o-ffi".r, reitaurants, mus"utos, etc.) within the Historic District. The detailed parking analysis in this study indicates that this requirement is not suf'ficient to address the future parking nccds of the District. The Oistrict proposcs to add approximately 121,850 square feet (SF) of commercial use, in addition to existing lald uses and planned/approved projects. Utilizing the City's existing requirement of 1 space per 350 SF, the additional proposed devilopment (121,850 SF') would require approximately 350 parking spaces' yet the parking demand analysis identifies a need for 425 spaces. In order to meet the existing and future parking i",rrurrd, the City should either increase its current parking ratio from I space per 350 SF, to 1 space per 305 SF, or adopt separate parking ratios for retail (l space per 350 SF), restaurants (1 space per 170 SF for fine I The practical capacity for parking is defined at 85-90 percent utilization ofparking spaces 117-fl KimW.Hom
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December 9,2008

01/11/2022 Item No.15.

City of Folsom Historic District Folsom,
CaliforniaDRAFT Parkinq olem tion Plan Uodateenta
dining, and I space per 210 SF for casual dining), and office (1 space per 460 SF) uses. Revising the City's parking ratio is applicable for private development that would provide some, or all, of its required parking on- site. tiwould alio be applicable should the City select to pennit new development to meet its parking requirements in municipal parking structures by paying an inlieu fee (see funding strategies).

Assessment of Potential Parking Structure Sites
Six potential rit"r *"." initially identified by the City for the construction of additional Historic Distriot parking supply. Through preliminary discussions with City stafl this initial list of six sites was subsequently ieducecl to five with the elimination of one site determined to be generally infeasible, and the least desirable location of ali potential sites. Two sites were detennined to best meet site evaluation criterion. Subsequent discussions witn tne City aetermined that one of these sites, the Trader Lane 1ot, should be the single location considered for the development of a new parking stnrcfure.

Parking Implementation Strategies
f'he implementation of parking management strategies is intended to ultimately result in more efficient use of limited parking resources. Thirteen parking management strategies, including both ncar- and long-term components, are identified which could be implcmented within the Historic District to address the existing and the projected future parking conditions. These strategies are summarized as follows; Near-Term Strategies
a. Increase the current parking ratio from 1 space per 350 SF to 1 space per 305 SF. b. Monitor neighborhoods, especially the neighborhood adjacent to the intersection of Wool Street and Figueroa Sffeet, for spillover parking as development intensifies within the District. c. Monitor the implementation of planned/approved projects to determine when 80 percent of the parking demand occurs within the District.
d. Add prbvision to the City's Municipal Code requiring large developments to provide on-site loading and unloading zones.
e. Identiff existing on-street parking spaces which could be used for loading and unloading during off- peak hours.
f.
-Enforce
parking restrictions by issuing warning parking tickets during an acclimation period. g. ldentify iime restricted, on-street valet parking spaces to be used by restaurants during the mid-day (noon to 2:00 p.m.) for lunch, and during the evening (6:00 p.m. to 8:00 p.m.) for dinner. h. Add on-strcct parking spaces as suggested by City's S-Year Parking Management Plan (January 2008).
i, Encourage subsidized transit f'ares and continue operating the Valet/Pedicab progmm. Also, identifu additional bike storage facilities within the District' j. Implement City recommended parking management strategy within thc Rail Block parking structure.

Long-Term Strategies
;. Adoptseparateparkingratiosforretail(1spaceper350SF),restaurants(lspaceperlT0SFforfine dining, and 1 space per 210 SF fbr casual dining), and for office (l space per 460 SF) uses. b. nstaUtistr and implement in-lieu parking fees. The timing of the inJieu parking fees could coincide with the City's decision (if implemented) of adopting separate parking ratios for retail, restaurants, and office uses with the District.
c. Gradually implement a Residential Permit Parking Program (RPPP) in neighborhoods experiencing spillover parking imPacts.
d. Start construction of a 422 space parking structure on the Trader Lane Lot when the district-wide parking demand reaches approximately 85 percent of the available parking supply at the time, or when approximately 80 percent of the plannedlapproved projects' parking demand occurs within the District.
e. Identifu heavily utilized off-peak loading and unloading zones and designate them as permanent loading and unloading zones without time restrictions.
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December 9, 2008