Imperial Beach City Council
March 4, 2026

3 Development Opportunities
17 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026

INFILL LOT CORNER COMMERCIAL LOT PALM AVEELM AVE DONAX AVE CALLA AVE

ELDER AVE

FLORENCE ST

GEORGIA ST

CYPRESS AVE
12 ST

C D F G

3 Development Opportunities
13th Street Corridor Improvement Plan 18
DRAFT For Internal Review
February 2026
25,295 sf
of residential space
4,800 sf
of landscape/open space
48 parking stalls
This large-lot, mixed-use prototype illustrates the
potential for stacked flats with two floors of woodframed residential above a concrete retail podium and surface/tuck-under parking. An active ground
floor may accommodate retail, office, food and
beverage uses, and common area amenities to
service the residential use above. A portion of the
front facade may set back and include a widened
sidewalk and entry plaza along the corridor.

Financial analysis of this prototype indicates a
negative financial feasibility (see Appendix D).

Prototype A Stacked Flats
• Stacked Flats
• 100% Market-Rate
Rental Units
• In Compliance with
Existing Zoning
• 32 units/acre
• 3 stories
• 24 units
• 969 square feet
average unit size
• 7,025 square feet
retail space
• Surface Parking

KEY FEATURES
Figure 10 - 3D massing diagram of Prototype A
Photo example of Prototype A

3 Development Opportunities
19 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
LEGEND
Figure 11 - Typical ground floor plan of Prototype A
Figure 12 - Typical 2nd and 3rd floor plan of Prototype A

3 Development Opportunities
13th Street Corridor Improvement Plan 20
DRAFT For Internal Review
February 2026
24,755 sf
of residential space
3,835 sf
of landscape/open space
38 parking stalls
This large-lot, mixed-use prototype illustrates the
potential for motorcourt units with two floors of
wood-framed residential above individual garages
and retail, with attached garages and surface
parking. An active ground floor may accommodate
retail, office, food and beverage uses, and common
area amenities to service the residential use above.

A portion of the front facade may set back and
include a widened sidewalk and entry plaza along
the corridor. Financial analysis of this prototype
indicates a positive financial feasibility (see
Appendix D).

Prototype B Motorcourt

KEY FEATURES
Photo example of Prototype B
Figure 13 - 3D massing diagram of Prototype B
• 35 units/acre
• 3 stories
• 26 units
• 874 SF average
unit size
• 5,375 SF retail
space
• Attached garages
and surface
parking
• Motorcourt
• 100% Market-Rate
Rental Units
• In Compliance with
Existing Zoning

3 Development Opportunities
21 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
LEGEND
Figure 14 - Typical ground floor plan of Prototype B
Figure 15 - Typical 2nd and 3rd floor plan of Prototype B

3 Development Opportunities
13th Street Corridor Improvement Plan 22
DRAFT For Internal Review
February 2026
7,800 sf
of residential space
620 sf
of landscape/open space
8 parking stalls
This infill lot, townhome prototype illustrates the
potential for single-lot townhomes with two floors
of wood-framed residential above individual,
attached garages accessible off an alley and shared
driveway. An active ground floor may include
walkable pedestrian entrances with stoops and
porches. A portion of the front facade may set back
and include a green space. This typical townhome
development exceeds the current 2-story height
limit. Financial analysis of this prototype indicates a positive financial feasibility (see Appendix D).

Prototype C Townhomes

KEY FEATURES
Photo example of Prototype C
Figure 16 - 3D massing diagram of Prototype C
• 24 units/acre
• 3 stories
• 4 units
• 1,245 SF average
unit size
• Attached garages
• Single-Lot
Townhomes
• 100% Market-Rate
• For-Sale Units
• Not in Compliance
with Existing Zoning

3 Development Opportunities
23 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
LEGEND
Figure 17 - Typical ground floor plan of Prototype C
Figure 18 - Typical 2nd floor plan of Prototype C
Figure 19 - Typical 3rd floor plan of Prototype C

3 Development Opportunities
13th Street Corridor Improvement Plan 24
DRAFT For Internal Review
February 2026
6,200 sf
of residential space
240 sf
of landscape/open space
4 parking stalls
This infill lot prototype illustrates the potential for a combination of attached and detached Accessory
Dwelling Units (ADUs) on a single lot. It includes
two floors of wood-framed residential with shared
garage parking accessible off the alley in the rear of
the lot. An active ground floor may include walkable
pedestrian entrances with stoops and porches. A
portion of the front facade may set back and include
a green space. This typical ADU development
conforms to the city’s ADU regulations. Financial
analysis of this prototype indicates a positive
financial feasibility (see Appendix D).

Prototype D Attached & Detached ADU’s

KEY FEATURES
Photo example of Prototype D
Figure 20 - 3D massing diagram of Prototype D
• 30 units/acre
• 2 stories
• 5 units
• 1,057 SF average
unit size
• Attached garages
(shared)
• Single-Lot Attached
and Detached ADUs
• 100% Market-Rate
• For-Sale Units
• In Compliance with
Existing Zoning

3 Development Opportunities
25 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
LEGEND
Figure 21 - Typical ground floor plan of Prototype D
Figure 22 - Typical 2nd floor plan of Prototype D

3 Development Opportunities
13th Street Corridor Improvement Plan 26
DRAFT For Internal Review
February 2026
7,575 sf
of office space
3,370 sf
of landscape/open space
23 parking stalls
This corner commercial lot, mixed-use prototype
illustrates the potential for office space above
retail with surface parking in the rear of the lot. An
active ground floor may accommodate retail, food
and beverage uses, and common area amenities
to service the office use above. The street corner
may include a corner plaza with outdoor dining.

Financial analysis of this prototype indicates a
negative financial feasibility (see Appendix D).

Prototype F Mixed-Use Office/Commercial
• Retail and Office
• Mixed-Use
Development
• In Compliance with
Existing Zoning
• 2 stories
• 7,120 SF retail space
• 7,575 SF office space
• Surface parking

KEY FEATURES
Photo example of Prototype F
Figure 23 - 3D massing diagram of Prototype F

3 Development Opportunities
27 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
LEGEND
Figure 24 - Typical ground floor plan of Prototype F
Figure 25 - Typical 2nd floor plan of Prototype F

3 Development Opportunities
13th Street Corridor Improvement Plan 28
DRAFT For Internal Review
February 2026
2,180 sf
of landscape/open space
20 parking stalls
This corner commercial lot, mixed-use prototype
illustrates the potential for two floors of woodframed residential above a concrete retail podium and surface parking in the side or rear of the lot.

An active ground floor may accommodate retail,
office, food and beverage uses, and common area
amenities to service the residential use above.

The street corner may include a corner plaza with
outdoor dining. Financial analysis of this prototype
indicates a positive financial feasibility (see
Appendix D).

Prototype G Mixed-Use Residential/Commercial
• Stacked Flats
• 100% Market-Rate
Rental Units
• In Compliance with
Existing Zoning
• 31 units/acre
• 3 stories
• 14 units
• 913 square feet
average unit size
• 3,292 square feet
retail space
• Surface parking

KEY FEATURES
Photo example of Prototype G
Figure 26 - 3D massing diagram of Prototype G
14,000 sf
of residential space

3 Development Opportunities
29 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
LEGEND
Figure 27 - Typical ground floor plan of Prototype G
Figure 28 - Typical 2nd & 3rd floor plan of Prototype G

3 Development Opportunities
13th Street Corridor Improvement Plan 30
DRAFT For Internal Review
February 2026
South Bay Union School District (SBUSD) has
indicated that Central Elementary School, located
on 13th Street between Elder and Ebony Avenue,
is scheduled to close its campus by 2027. This
presents a unique opportunity for revitalization of
the corridor, with the potential to add new workforce
housing, reconnect streets in the area, and bring
new community benefits to the area, such as a
park, plaza, and streetscape improvements.

The following concepts demonstrate development
options for the site. SBUSD owns the property
and has authority to guide its redevelopment.

However, this plan provides ideas and guidance
for consideration. To achieve maximum benefit,
a collaborative partnership between the City and
SBUSD is highly encouraged.

Central Elementary School Site

KEY OPPORTUNITIES
Photo of field at Central Elementary
• Create a neighborhood destination
• Support a pedestrian-friendly environment
• Activate the rapid bus transit stop
• Connect to Veterans Park, the Library and
Oneonta Elementary School
• Reconnect Florence Street through the
site with on street parking, landscape,
stormwater drainage and retention
• Provide an event park & neighborhood
amenity space with a kiosk, community
room, outdoor fitness stations, etc.
• Build Ebony as a “Neighborhood Market
Street” - designed for pedestrians, that can
be temporarily closed to accommodate a
street market, street events, etc.
• Provide a corner plaza with space for outdoor
dining, a coffee kiosk/cart, splash pad, etc.
• Expand on-street parking on 13th Street.

Neighborhood Market Street Example - Source: MIG imagery

3 Development Opportunities
31 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
LEGEND
Framework Study illustrating Key Opportunities
Figure 29 - Conceptual Plan of Central Elementary Site - “Grid Framework” Townhomes
Mixed-Use
Community Park
Community
Amenity
Main Car
Access
0ft 200ft
Figure 30 - Conceptual Plan of Central Elementary Site - “Campus Framework” The conceptual illustrations are
intended for discussion purposes
only and do not represent a
planning or development proposal.

3 Development Opportunities
13th Street Corridor Improvement Plan 32
DRAFT For Internal Review
February 2026
Schematic Design
January 29th, 2026
CIVIC
LAWN

PRIVATE

COURTYARD
PICNIC
PICNIC
GAMES

AREA PLAY PATIO COMMERCIAL

MIXED USE
PLAZA
13TH STREET

EBONY AVENUE

SPLASH PAD
13th Street Corridor
North
0 20 40 80
Scale: 1” = 20’-0”
Figure 31 - Conceptual Rendering of a Corner Plaza at Central Elementary School Site Figure 32 - Conceptual Site Plan of Central Elementary School Site

33 February 2026 13th Street Corridor Improvement Plan
DRAFT For Public Review

STREETSCAPE

IMPROVEMENTS
“Re-imagining 13th Street, from the Base to the Bay” has become a motto for the 13th Street Streetscape Improvement Plan. As the easternmost street in the city, 13th Street is a gateway to the City of Imperial Beach, to its bayfront, and to the Naval Outlying Landing Field Helicopter Base (NOLF).

The following pages illustrate key streetscape improvements for three segments of the corridor, along with branding concepts and a “toolkit” of additional improvements that can be implemented corridor-wide to revitalize 13th Street and make it a key destination in the city.
4

4 Streetscape Improvements
13th Street Corridor Improvement Plan 34
DRAFT For Internal Review
February 2026
From the Base to the Bay: A sequence of
placemaking opportunities across 13th Street
• Highlight/display the base entrance
and history of NOLF in the area
• Support multi-family residential with
expanded on street parking, transit
service access, improved crossings,
and building retrofits.
• Build a “Main Street”
experience
• Support ground-floor
commercial with on-street
parking
• Rapid bus stop and micromobility hub

SOUTH CORRIDOR NEIGHBORHOOD CORE

STREETSCAPE
• General
streetscape
improvements
(see Toolkit)
Figure 33 - Conceptual Rendering of 13th St. at Holly Ave., Looking South
Figure 34 - Conceptual Rendering of 13th St. at Fern Ave., Looking North
NAVAL

OUTLYING

LANDING
FIELD
0ft 500ft
Figure 35 - Plan View of Corridor Segments

4 Streetscape Improvements
35 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
• Highlight/display Bikeway
Village, Bayshore Bikeway,
and commercial uses
• Highlight the city’s bayfront
with streetscape and
landscape improvements on
13th Street

BAYSIDE

PALM AVENUE

MASTER PLAN
• Gateway to the
city
• Signage/
landmark for 13th
Street

STREETSCAPE
• General
streetscape
improvements
(see Toolkit)
Figure 36 - Conceptual Rendering of 13th St. at Elder
Ave., Looking North
Figure 37 - Conceptual Rendering of 13th St. at Calla
Ave., Looking North
Bus Stop Rapid Bus Stop
10 min to Trolley Border to Bayshore Bikeway
under construction
Bayshore
Bikeway
City Limit
POND 20
SAN
DIEGO
BAY
N

4 Streetscape Improvements
13th Street Corridor Improvement Plan 36
DRAFT For Internal Review
February 2026
South Corridor: Highlight the Base &
Retrofit Multifamily Residential
5 6
Landscape Existing Curb
Lane
Improved
Sidewalk
1 1
2 4
7 Terrace
3 Improvements in this segment of the corridor
should highlight NOLF and the history of the U.S.

Navy in the area. A roundabout at NOLF provides
an opportunity to incorporate art and monument
features that speak to this history. The intersection
is partially on base property. Any intersection
modifications will require coordination with the
United States Navy. The intersection is used to
by both standard vehicles and trucks hauling
oversize loads that must be accounted for in future
assessments and designs. Intersection queuing
should be analyzed to understand operational
feasibility. Other improvements include adding
sidewalk extensions/bulb-outs at the intersections
with Hemlock and Holly Avenue to improve
pedestrian safety, improved bus stops, street
trees, and angled parking to support multi-family
residential buildings in the area. Many multi-family
residential apartments in this section of 13th Street
can benefit from renovations to “retrofit” their street facades and provide a more inviting and positive
frontage on the corridor, while reducing the number
of expansive driveway curb-cuts.

4 Streetscape Improvements
37 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
Street Banners

KEY OPPORTUNITIES

1. Full Intersection with Bulb-outs

2. Angled Parking

3. Improved Bus Stop

4. Street Trees
5 1
4 4
5 3
3 7
3 7
7 4
4 Street Tree
0ft 100ft N

5. Vertical Banners (to highlight history of area)

6. Roundabout (to highlight history of area)

7. Multi-family Residential “Retrofit”
Figure 38 - Conceptual Street View Rendering Showing Before / After - 13th Street at Holly Avenue Looking South Figure 39 - Plan View of South Corridor Segment

4 Streetscape Improvements
13th Street Corridor Improvement Plan 38
DRAFT For Internal Review
February 2026
South Corridor
Improved Bus
Stop
Cafe & Dining
Terrace P Residential Parking
Located in the Back
Landmark

4 Streetscape Improvements
39 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
Figure 40 - Conceptual Rendering of the South
Corridor Segment- Looking North Multifamily Residential Retrofit

4 Streetscape Improvements
13th Street Corridor Improvement Plan 40
DRAFT For Internal Review
February 2026
Neighborhood Core: Build a “Main Street” Experience
This middle segment of the corridor includes a mix
of existing commercial and residential uses with a
concentration of businesses. This area is ripe for a
“Main Street” experience, with walk-up businesses
and storefronts that face the street, widened
sidewalks with street trees that provide a continuous
canopy and a sense of place. Improvements
include adding sidewalk extensions/bulb-outs at
the intersections with Fern and Ebony Avenue to
improve pedestrian safety, improving bus stops and
potentially adding a “mobility hub” where bus, bike
and signage all come together to support transit
riders.

Landscape Existing Curb
Lane
Improved
Sidewalk
Terrace
1 2
2 5
5 5 6
6 5
Integrating street trees with on-street parking and
angled parking will support businesses in the area
and provide for much needed shade on the street.

Street signs, corner plazas, enhanced lighting, and
areas for outdoor dining will make this section of the
corridor a bustling destination for local residents,
visitors, and business owners in the area.
8

4 Streetscape Improvements
41 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026

KEY OPPORTUNITIES

1. Full Intersection with Bulb-outs

2. Angled parking

3. Neighborhood Market Street

4. Corner Plaza
Street Tree
1 2
2 3
4 6 7
8 Landmark
Signage
0ft 100ft N

5. Mini Mobility Hub (Bus + Bike Station + Signage)

6. Optional Parklet & Dining Terraces

7. Promenade

8. Street Trees
Figure 41 - Conceptual Street View Rendering Showing Before / After - 13th Street at Fern Avenue Looking North Figure 42 - Plan View of Neighborhood Core Segment

4 Streetscape Improvements
13th Street Corridor Improvement Plan 42
DRAFT For Internal Review
February 2026
Neighborhood Core
Improved Bus
Stop
Plaza Street Market Cafe & Dining
Terrace

4 Streetscape Improvements
43 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
Park Promenade P Residential Parking
Located in the Back
Figure 43 - Conceptual Rendering of the Neighborhood Core Segment - Looking North

4 Streetscape Improvements
13th Street Corridor Improvement Plan 44
DRAFT For Internal Review
February 2026
Bayside: Bayfront Access & Connection

KEY OPPORTUNITIES

1. Gateway

2. Landmark / Signage

3. Angled parking

4. Bulb-out

5. Neighborhood Circle

6. Bike Route

7. Promenade

8. Pond 20 Overlook and Trail
Landscape Existing Curb
Lane
Improved
Sidewalk
Terrace
1 2
3 4
5 2
This northernmost segment of the corridor provides access to the city’s bayfront. There is a unique opportunity to highlight the city’s bayfront with streetscape improvements on 13th Street. This includes gateway signage, public art, street trees, a widened sidewalk or “promenade” along the Pond 20, and a traffic circle at Calla Avenue. The traffic circle serves as a traffic calming feature and a gateway into Bikeway Village.

There may be opportunities to include landscaping and art features within the traffic circle or nearby curb bulb-outs, however, adequate sight distance must be considered and provided for. Future traffic circle and intersection design should consider the vehicle types that may utilize 13th Street to access the Bikeway Village and the future development at the Port of San Diego site.

4 Streetscape Improvements
45 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
Street Tree
3 7
6 8
8 2
Landmark
Signage
Existing Bus Stop
0ft 100ft N
Figure 44 - Conceptual Street View Rendering Showing Before / After - 13th Street at Calla Avenue Looking North Figure 45 - Plan View of North Corridor Segment

4 Streetscape Improvements
13th Street Corridor Improvement Plan 46
DRAFT For Internal Review
February 2026
Improved Bus
Stop
Cafe & Dining
Terrace
Landmark Mash Park
Bayside

4 Streetscape Improvements
47 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
Promenade P Residential Parking
Located in the Back
Figure 46 - Conceptual Rendering of the North Corridor Segment - Looking North Pond 20
Overlook

4 Streetscape Improvements
13th Street Corridor Improvement Plan 48
DRAFT For Internal Review
February 2026

STREETSCAPE TOOLKIT
Street Tree Planting
1 Parking Lane
2 3
4 5
Pedestrian Through
Zone
Existing Curb
Curb Extension
Existing Gutter Line
to remain
1 2
3 4 5
Curb Extensions/Bulb-Outs at Intersections
Traffic calming element allowing sidewalks to extend into the street, creating additional pedestrian space that narrows the road, shortens pedestrian crossing distances, improves visibility for drivers and walkers, slows turning vehicles, and provides space for green infrastructure, lighting, signage, and art installations, making intersections safer and more pleasant.
1 Expanded Bulb-Out
2 3
4 Landscaped Area
ADA Ramp
Opportunity for art
and signage
1 1
2 3
3 4
Source: NACTO
Source: City of Portland - “Trees in the Curb Zone” project

4 Streetscape Improvements
49 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026
Mobility Hub
Parklet
1 2
3 4
5 Vertical elements visible
to traffic (bollards,
planters, etc.)
Existing Curb
Wheel stop and
buffer
Temporary curbside seating area in place of
one or more parking spaces to expand cafe and
restaurant seating capacity or public space.

Parking Lane
Pedestrian Through
Zone
1 2
3 4
5 1 Covered bus stop
2 Micro-mobility Station
(bike, scooter, etc.)
3 Ticketing Machine 6 Active Ground Floor
(Commercial, Entrances)
Plaza / Corner Plaza
1 2 3
4 Directional Signage
4 5
6 7 7
7 5 Placemaking Element

4 Streetscape Improvements
13th Street Corridor Improvement Plan 50
DRAFT For Internal Review
February 2026

STREETSCAPE TOOLKIT
Corner Plaza
Pedestrian Promenade
Along large-scale development, promenades provide
an opportunity for enlarged sidewalks with double
rows of street trees, including sitting areas and micromobility elements. Designed as a linear public open space, it can accommodate neighborhood activities:
biking, art shows, small group gatherings, etc.)
Enlarged Sidewalk - 15 feet minimum
Double row of trees that forms a canopy 1
2 2
3 Accentuate Building
Corner (Recessed
Entrance / Tower)
1 2
3 4
Active Ground
Floor (Porous /
Transparent)
Building Main
Entrance
5 Building Recess (25’
min)
Placemaking
Element
6 Streetscape
Enhancement
Sitting Area
1 2
3 4 Micro-mobility Amenities
5 Active Frontage
4 5
1 2
2 3
4 5
6

4 Streetscape Improvements
51 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026

ELDER AVE
13 TH ST
On-Street Angled parking and Protected Bike Lane
Support mixed-use and multi-family residential
developments by maximizing on-street parking.

Angled Parking provides a minimum width of 13.5
feet from the curb and can double the on-street
parking capacity of parallel parking.
• Provides a “Main Street “character & trafficcalming
• Allows large planting areas between parking
spaces to accommodate street trees
• Improves safety and visibility when maneuvering
HOW TO ACCOMPLISH ANGLED PARKING ON 13TH STREET
CURB TO CURB (69.25’)
5’

SETBACK
VARIES 13.5’

BACK-IN ANGLE PARKING
5’

BIKE LANE

10.5’

TRAVEL LANE

10.5’

CENTER-LEFT TURN LANE

10.75’

TRAVEL LANE
5’

BIKE LANE
8’

PARKING
5’

SIDEWALK BUFFER
3’
BUFFER
3’

SETBACK
VARIES

SIDEWALK

NEW CURB-TO-CURB EXISTING CURB-TO-CURB EXISTING CURB
A - Reverse Angled Parking - Bike Lane on the street
B - Head-In Angled Parking - Bike Lane on the Sidewalk
The existing street configuration (2 travel lanes+center left turn lane+bike lanes and buffer) would require a minimum of 5 feet extra public right of way to accommodate angled parking. This may be accomplished with right-of-way dedication from new development.

EL
13 TH ST
1 2
1 Sidewalk-level Bicycle Facility 2 Head-In Angled Parking 1 On street Bicycle Facility 2 Back-In Angled Parking Existing Curb Existing Curb
1 2
Source: Portola Dr Streetscape Concepts - County of Santa Cruz

4 Streetscape Improvements
13th Street Corridor Improvement Plan 52
DRAFT For Internal Review
February 2026

RETROFIT OPPORTUNITIES
Multi-Family Residential
Incorporate window
treatments and a change
in materials to “soften” the
facade
1 2 3 1
4 5 6
Re-paint the facade to add
visual interest
2 Plant street trees and other
landscaping to enhance the
building street edge
3 Remove curb-cuts from
building entrances.

Incorporate landscaping
and lighting at entrance
4 Introduce permeable
surfaces and landscaped
parkways
5 Screen the parking
wherever possible
6 1 Limited street lighting
Blank facades with no “eyes
on the street”
2 Building lacks a sense of
entry
3 Missing street trees and
landscaping
4 Parking in the front yard
overwhelms the sidewalk
and requires expansive
curb-cuts
5 1 2
3 4 5

4 Streetscape Improvements
53 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026

BRANDING

4 Streetscape Improvements
13th Street Corridor Improvement Plan 54
DRAFT For Internal Review
February 2026

BRANDING

55 February 2026 13th Street Corridor Improvement Plan
DRAFT For Public Review

IMPLEMENTATION
Implementation of the 13th Street Corridor Improvment Plan vision will require champions and sustained advocacy This section describes funding and financing tools for infrastructure, business support, and affordable housing to facilitate the implementation of the 13th Street Corridor improvements. A funding and implementation matrix enumerates potential resources. It is important to note that implementation of development along the Corridor will need to occur over time, incrementally, and in phases.

As demonstrated by the development prototypes included in the Plan, a variety of opportunities exist for development along the Corridor. While sites in the Study Area accommodate this range of development opportunities, the economic feasibility of development is challenging, especially for mixed-use retail and multi-family projects. Financial models for the prototypes demonstrate that rents will need to increase for projects to work financially. Increases in rents may result in the gentrification of the area and potential displacement of its residents and businesses. To combat potential displacement, the City should be proactive in implementing antidisplacement policies and programs. A viable approach in the nearterm development of the area is for projects to rely on some form of subsidy to make the project financially feasible and “close the gap” on its financing. Subsidies can also help keep rents affordable so that existing residents and businesses can remain and thrive in their community. This section describes a range of subsidy programs that may be used to accomplish this goal.

Finally, development never occurs in a vacuum and with a single actor. Development requires a partnership between the community, City officials, and a team of development professionals, builders, construction workers, and real estate professionals. This Plan recommends that a Development Resource Working Group be formed to include this broad coalition of stakeholders. A Development Resource Working Group can advance the vision of the corridor and advocate for improvement of the Corridor. Such a group can also act as a liaison between community stakeholders and businesses and the broader development community to create a relationship built on trust and mutual interests.
5

5 Implementation
13th Street Corridor Improvement Plan 56
DRAFT For Internal Review
February 2026

SPECIAL DISTRICTS

5 Implementation
57 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026 Page 159 of 344
5 Implementation
13th Street Corridor Improvement Plan 58
DRAFT For Internal Review
February 2026 Page 160 of 344
5 Implementation
59 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026 Page 161 of 344
5 Implementation
13th Street Corridor Improvement Plan 60
DRAFT For Internal Review
February 2026 Page 162 of 344
5 Implementation
61 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026 Page 163 of 344
5 Implementation
13th Street Corridor Improvement Plan 62
DRAFT For Internal Review
February 2026 Page 164 of 344
5 Implementation
63 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026 Page 165 of 344
5 Implementation
13th Street Corridor Improvement Plan 64
DRAFT For Internal Review
February 2026 Page 166 of 344
5 Implementation
65 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026 Page 167 of 344
5 Implementation
13th Street Corridor Improvement Plan 66
DRAFT For Internal Review
February 2026

GRANTS AND PROGRAMS

5 Implementation
67 13th Street Corridor Improvement Plan
DRAFT For Internal Review
February 2026 Page 169 of 344
13th Street Corridor Improvement Plan
Community Outreach Summary
January 2026
This Engagement Summary outlines the outreach completed for the 13th Street Corridor Improvement Plan. From early events, activities, and stakeholder interviews to pop-ups, meetings, and continued public surveys, the process was designed to keep building momentum and invite the community to stay engaged as planning and design move forward.

How we engaged:

Website: A project website was developed and provides a central resource for access to project information, materials, and upcoming outreach events:
https://www.ib13thstreetcorridor.com/
Walkabout: The project
team walked the full length of
13th Street and handed out
outreach flyers, a survey,
stickers and information on
the project and project
website.
• Thursday, May 22, 2025
– 10:00 AM-12:00PM
• Wednesday, November
19, 2025 – 12:00 PM –
1:00PM
ATTACHMENT 2

Community Outreach Summary | 2
Pop-Up Events:

The team popped up at several events in the community, with a dedicated booth, tables, interactive boards, and handout materials. Each pop-up event had approximately 10 to 30 people providing feedback on the project. • Monday, June 2, 2025 – 10:00 AM-11:00 AM
o IB Walking Group – Imperial Beach Senior Center
 Presented project at the monthly meeting of the IB Walking Group; distributed surveys
• Monday, June 13, 2025 – 10:00 AM-11:00 AM
o Imperial Beach Senior Center
 Presented project at the monthly meeting of the IB Senior Center; distributed surveys
• Tuesday, August 5th, 2025 – 3:00 PM-6:30 PM
o National Night Out
 Annual community-building campaign that promotes law
enforcement, community partnerships and neighborhood
camaraderie
 Pop-Up Event at Veterans Park in Imperial Beach
• Saturday, August 16th, 2025 – 8:00 AM-12:00 PM
o Sun-Coast Co-op Farmers Market
 Weekly farmers market event
 Pop-Up Event at Veterans Park in Imperial Beach
• Sunday, August 24th, 2025 – 9:00 AM-11:00 AM
o Bike The Bay
 City-wide annual bicycling event around the San Diego Bay  Pop-Up Event at Bikeway Village pit-stop location in Imperial Beach
* Summary of comments received from the pop-ups provided under separate cover

Community Outreach Summary | 3

Community Outreach Summary | 4

Community Outreach Summary | 5

Community Outreach Summary | 6
Stakeholder Interviews:
 Property Owner – April 23, 2025
 U.S. Navy Representatives – April 29, 2025
 Design Review Board Member and Business Owner – May 19, 2025  Port of San Diego Representative – June 16, 2025
 Business Owner – June 16, 2025
 South Bay Unified School District Representative – July 30, 2025  Local Real Estate Developer on the Corridor – September 22, 2025  Residents – September 26, 2025
* Interview notes provided under separate cover
Online Public Survey:
• Over 75% of respondents identified as residents
• 10 questions:
o Q1: How would you best describe yourself?
o Q2: How long have you lived here, had a business here, or owned property in the area?
o Q3: Are there any unique sites/ special places in the area? Where are they and why would you say they are unique/ special?
o Q4: What are some challenges in the area?
o Q5: What are types of land uses you would like to see along the corridor?
o Q6: What improvements would you like to see to the street? o Q7: What supporting services would you like to see in the area? o Q8: What attracts you to Imperial Beach as a place for investment, to live, or to visit?
o Q9: What would you describe as the primary obstacles to new investment in the corridor?
o Q10: How would you describe the 13th Street Corridor? Use a few keywords that you feel characterize the place.

Community Outreach Summary | 7
Key Takeaways:

A majority of respondents see traffic and safety as major challenges in the corridor. The “small town” feel of Imperial Beach neighborhoods is cited as a major positive quality of the area. Many would like to see street trees, street cleaning, landscape maintenance and lighting as top improvements for the area.

Mixed-use is a popular land use desired for the area. These responses match comments received in one-on-one interviews with stakeholders. * Below are representative responses. A full survey response report is provided under separate cover

Community Outreach Summary | 8
Q9 What would you describe as the primary obstacles to new investment in the corridor?

Community Outreach Summary | 9
Workshop Events:

Throughout the engagement plan process, the team organized varying workshop events to engage diverse community stakeholder groups and ensure we’ve received actionable feedback from those who make up the corridor. This included organizing and facilitating outreach in a dedicated space for the community to utilize tables, interactive boards, and handout materials to share their thoughts. Each workshop event had approximately 10 to 30 people providing feedback on the project.

Builders’ Breakfast
• Date: October 22, 2025 – 10:00 AM-11:15 AM
• Location: Imperial Beach Senior Center
The Builders’ Breakfast brought together property owners, real estate professionals, housing developers, and other stakeholders for a roundtable discussion on the feasibility of development opportunities along the 13th Street Corridor, including a brief presentation of potential improvement and development concepts.

Key Takeaways:

Community Outreach Summary | 10
Participants raised questions around development feasibility and zoning flexibility, including the 40-foot height limit, use of the State Density Bonus, and whether portions of the R3000 zone, particularly near Central Elementary School, could support higher-density or mixed-use development. Attendees emphasized ongoing challenges delivering viable for-sale housing, noting unit size requirements, parking constraints, and infrastructure limitations as key barriers.

Discussion also focused on current market conditions, with participants describing slow sales, limited profitability for townhomes, and retail and residential lease-up challenges along the Corridor. Several attendees noted that mixed-use zoning, vacation rental allowances, and development incentives could help attract investment, using the Elder/Seacoast site as an example of potential opportunity while also acknowledging the broader impacts of the ongoing sewage situation.
* Summary of comments received from the Builders’ Breakfast provided under separate cover
Community Open House
• Date: January 22, 2026 – 5:30 PM-7:30PM
• Location: Imperial Beach Community Library
The Open House provided an opportunity for community members to review work completed to date and engage directly with materials developed for the 13th Street Corridor Improvement Plan. The event was structured as a walkthrough open house with presentation boards, allowing participants to share feedback and perspectives on proposed concepts and improvements along the Corridor.

Key Takeaways:

Feedback on development opportunities emphasized the need to balance open space, parking, and neighborhood activation, particularly around the Central Elementary School site. Participants expressed a preference for larger park space, raised concerns about trash collection and service vehicle parking along the Corridor, and identified a strong need for additional parking and neighborhood-serving uses such as a grocery store. There was also interest in higher-density development comparable to Seacoast Drive, alongside community amenities like concerts, skate features, and improved storefront activation along 13th Street.

Community Outreach Summary | 11
Streetscape feedback focused on safety, traffic calming, and pedestrian comfort across the Corridor. Participants supported improved crosswalks, lighting, and traffic circles, while noting concerns about speeding, unsafe intersections, and congestion near Palm Avenue and Calla Avenue. Angled parking and bike infrastructure were generally well received, with many noting the importance of separating cyclists from moving traffic and increasing shade through street trees. Toolkit elements such as angled parking, curb extensions, covered bus stops, and mobility hubs were viewed positively, and some participants suggested exploring branding updates to reflect the Corridor’s recreational identity, particularly north of Palm Avenue.
* Summary of comments received from the Open House provided under separate cover

Community Outreach Summary | 12
Presentations:

City Council – October 15, 2025
The project team presented the project as an informational item to the City Council and provided an update on the project deliverables, outreach process, and next steps. Major concerns raised by council members included a desire for additional outreach, including a suggestion to mail notices to residents, talk to businesses, and hand out QR stickers that could be posted in storefronts, directing participants to the online survey. Council directed staff to simplify the message, remove jargon, and defer to the city’s mission statement regarding the “small town” nature of the area.

Safety, lighting and improving the appeal of retail in the area were cited as key considerations for the plan.

Chamber Breakfast – October 23, 2025
The project team presented the project to the Imperial Beach Chamber of Commerce and provided a project update. Key input included questions about zoning changes and the future of Central Elementary, support for making retail in the corridor more accessible, and greater promotion of existing businesses (such as Mangini’s Pizzeria and the UPS Store). One participant cited the Market on 8th in National City as a potential example. Honoring the Navy and the history of the helicopter base was also noted as an important element, and one person suggested a tagline for the project could be “Reimagining 13th Street, from the base to the bay.” City Council – February 18, 2026

July 2025
Prepared For:

Prepared By:

Existing Conditions Atlas
In collaboration with:

CR Associates (CRA) and
Keyser Marston Associates, Inc. (KMA)
ATTACHMENT 3

13th Street Corridor | Existing Conditions Atlas 2 July 2025 3

1.0 Introduction.............................................................................................................5

2.0 Existing Plans, Policies & Projects......................................................9

3.0 Demographic & Economic Overview................................................13

4.0 Land Use & Zoning.............................................................................................19

5.0 Mobility.........................................................................................................................25

6.0 Urban Form...............................................................................................................31 Appendices.........................................................................................................................57 A. Market Assessment
B. Existing Mobility Conditions

CONTENTS

LIST OF FIGURES
Figure 1: Regional Map...........................................................................................................................6 Figure 2: Study Area Map......................................................................................................................6 Figure 3: IB Thriving Projects Map..................................................................................................11 Figure 4: Demographics Bar Chart..................................................................................................15 Figure 5: Housing Market Demand.................................................................................................16 Figure 6: Map of Businesses................................................................................................................17 Figure 7: Land Use Distribution.........................................................................................................20 Figure 8: Existing Land Use Map.......................................................................................................21 Figure 9: Existing Zoning & Development Standards...........................................................22 Figure 10: Existing Zoning Map.........................................................................................................23 Figure 11: Existing Pedestrian Infrastructure..........................................................................26 Figure 12: Existing Bicycle Facilities...............................................................................................27 Figure 13: Existing Transit Service & Ridership.......................................................................28 Figure 14: Pedestrian Crossing Quality........................................................................................28 Figure 15: Mobility Issues and Opportunities..........................................................................29 Figure 16: Figure-Ground Map...........................................................................................................33 Figure 17: Parcel Size Map....................................................................................................................35 Figures 18, 20, 22, 24 & 26: Corridor Segments........................................................................37-45 Figures 19, 21, 23, 25 & 27: Conceptual Sections of Corridor Segments....................37-45 Figure 28: Corridor Focal Points Map.............................................................................................54 Figure 29: Neighborhood Loop Framework...............................................................................55

13th Street Corridor | Existing Conditions Atlas 4 July 2025 5

INTRODUCTION
The 13th Street Corridor Improvement Plan presents a unique opportunity to enhance the quality of life in Imperial Beach.

This stretch of road, extending from Bikeway Village to the Naval Outlying Landing Field (NOLF), offers the potential to create a more vibrant, pedestrian-friendly, and safe community hub. This project is funded through a state grant. The project will help the City of Imperial Beach identify opportunities to catalyze investment, increase available housing stock, affirmatively further fair housing, create positive economic and social benefits, and reduce vehicle miles traveled (VMT) with streetscape improvements and accessible pedestrian connections to public transit.

The plan will identify potential improvements to safety, enhanced access to essential services, and opportunities for reinvestment in aging commercial and residential properties.

Enhanced lighting, improved pedestrian facilities, and a more vibrant business climate will collectively contribute to a higher quality of life for residents in the vicinity.
1

13th Street Corridor | Existing Conditions Atlas 6 July 2025 7 13th Street Corridor Boundary Project Objectives

1.1 Overview 1.2 Study Area
This Existing Conditions Atlas provides a summary of baseline information on existing conditions, opportunities, and constraints along the 13th Street Corridor. This information provides a base of understanding about the corridor and helps frame subsequent analysis of housing and streetscape improvement opportunities along the Corridor. This atlas includes information on the location, boundary, intent, and objectives of the study. It includes an overview of the demographic and economic characteristics of the Corridor, the housing market demand, the mobility conditions, existing and adopted land use and zoning for the Corridor, urban design patterns and residential typologies, and it highlights the influence these elements have on potential redevelopments and enhancements. To support the exiting conditions analysis, a full market analysis and mobility analysis have been performed under separate cover and are appended to this report.

This Existing Conditions Atlas may be used to:
• Engage with community partners, businesses, residents, and stakeholders in early conversations and through a first workshop dedicated to a discussion and exploration of the existing conditions of the Corridor.
• Serve as a baseline of information and a valuable reference during the planning process and in formation of the planning study.
• Identify opportunities and constraints
The 13th Street Corridor Improvement Plan is a comprehensive planning effort aimed at revitalizing the corridor by enhancing mobility, supporting local businesses, and identifying opportunities for new development. With a comprehensive analysis of the corridor’s market, mobility, and urban form conditions, coupled with a robust community engagement process, the project seeks to improve streetscapes, expand affordable housing options, and create a more accessible and vibrant environment. This Existing Conditions Atlas provides a foundation for future planning by documenting the Corridor’s current land use, zoning, transportation network, market conditions, and urban design patterns, ensuring informed decision-making as the initiative moves forward.

Enhance mobility and streetscape through improved pedestrian, bike, and transit access while creating a safer and more inviting public realm.

Support local businesses and economic growth by identifying opportunities for small businesses, enhancing commercial activity, and promoting mixed-use development.

Expand housing opportunities by addressing zoning and policy barriers to encourage new residential development, including affordable housing.

Promote community engagement by involving residents, business owners, and stakeholders in shaping the corridor’s future through workshops and outreach events.

1.0|INTRODUCTION 2.0| 3.0| 4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE & ZONING

EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
Figure 1 - Regional Map

1.3 Study Purpose & Process
Imperial Beach is the most southwestern city in San Diego County, located on the Pacific Ocean and with a land area of approximately 4.2 square miles and a population of approximately 25,480. The City is bordered by natural amenities including the Pacific Ocean as the western border, the San Diego Bay/ Otay River as the northern border, the Tijuana River Regional Park as the southern border, and the City of San Diego to the east. The project study area spans the approximately 1.3 mile length of 13th Street along the city’s eastern border, from the Bayshore Bikeway and Bikeway Village at the northern terminus to Iris Avenue and the Naval Outlying Landing Field (NOLF) at the southern terminus (as shown in Figures 1 and 2). The corridor is primarily fronted by single family homes, with pockets of commercial uses concentrated at intersections with Palm Avenue and Imperial Beach Boulevard, and some multifamily residential uses at the southern end and near the commercial areas.

Figure 2 - Study Area Map
N N
0 3,000 ft

13th Street Corridor | Existing Conditions Atlas 8 July 2025 9

EXISTING PLANS,

POLICIES & PROJECTS
A range of adopted plans, policies, and ongoing projects guide current and future improvements within the 13th Street Corridor and surrounding neighborhoods. These documents provide
direction on land use, transportation, community design, and multi-modal mobility. Together, they reflect the City’s goals to improve quality of life, address safety and resilience, and create more connected and accessible public spaces. Several efforts focus directly on the Corridor, identifying it as a priority area for investment and transformation.
2

13th Street Corridor | Existing Conditions Atlas 10 July 2025 11

1.0|INTRODUCTION 2.0| 3.0| 4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE & ZONING

EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW

GENERAL PLAN
The City of Imperial Beach General Plan and
Local Coastal Program was adopted October
19, 1994 and establishes goals and policies for
the city’s land use, design, circulation, housing,
parks and recreation, facilities and services,
conservation and open space, and noise and
safety. The plan establishes a vision for the city’s
future growth and serves as the Local Coastal
Plan for the approximately 87% of the city’s
land that lies within the Coastal Zone. The plan
has been amended several times, with the last
update occurring in June 2024 to reflect minor
amendments to the Circulation Element. The
Mobility Element designates the corridor as a
Multi-modal Boulevard and a truck route south
of Palm Ave., with Class II bike lanes.

THE BIGGER PICTURE
In 2000, the Imperial Beach City Council
approved a strategic plan for the community
known as the “Big Picture.” The document
provided an excellent overview of existing
conditions across the city with ideas and a
vision for potential future conditions, including
suggestions to improve the quality of life in
the community and some “Big Ideas” intended
to be more community-wide transformational
improvements. Using the Big Picture as a
guiding document, the purpose and intent of
the Bigger Picture is to elevate the visioning plan
into a more strategic approach with attainable
and measurable objectives. Through a series
of outreach efforts, the city learned that the
highest priority of residents was clean and safe
neighborhoods. The plan identifies communitywide strategic efforts focused on culture, outreach, accessibility and partnerships. It also
provides area-specific efforts for the 13th Street
Community Corridor improvements.

CITY OF IMPERIAL BEACH LOCAL
ROADWAY SAFETY PLAN (2021)
13th Street is one of two roadways identified
as a “priority corridor” for the LRSP. The plan
identifies the corridor poses safety concerns
due to its proximity to schools in the area, the
Naval Outlying Landing Field entrance points,
commercial centers, and bike/pedestrian
activity. Goals for the two priority corridors focus
on introducing Complete Streets principles and
pedestrian safety measures to 13th Street.

SANDAG BORDER TO BAYSHORE BIKEWAY
Construction of the Border to Bayshore
Bikeway Project is underway. This includes an
improved buffered bike lane with green paint
along 13th Street from Grove Avenue to the
northern terminus. Intersection improvements
at Grove Avenue, Imperial Beach Boulevard,
and Palm Avenue are also under construction,
including curb extensions, curb ramps with
truncated domes, high visibility crosswalks,
advance stop bars, green conflict paint through
the intersections, and enhanced signage.

The under-construction improvements were
assumed as existing for the purposes of the
evaluations within this document.

CITY OF IMPERIAL BEACH PALM AVENUE

COMPLETE MULTI-MODAL CORRIDOR

PROJECT (ON-GOING)
A design project is underway to provide a
separated bike facility along Palm Avenue, which
may include infrastructure recommendations
at the 13th Street/Palm Avenue intersection.

Recommendations will be coordinated between
the two efforts.

Figure 3 - IB Thriving Projects Map
LEGEND

THE RAPID BUS
Rapid 227 is an electric Rapid route that connects
Otay Mesa, Nestor, and Imperial Beach, with
service to the UC San Diego Blue Line Trolley at the
Iris Avenue Transit Center. The new limited-stop
bus service brings passengers from the border to
the Trolley in just 15 minutes, and runs every 7.5
to 15 minutes throughout peak travel times, seven
days a week. In Imperial Beach, the Rapid runs
primarily east-west along Imperial Beach Blvd. and
Coronado Ave., connecting the beach to the Iris
Avenue Transit Center.

COMMUNITY RESILIENCE PLAN (IB CRP)
As a low-lying coastal community bounded by
water on three sides, the City of Imperial Beach
is vulnerable to natural hazards such as coastal
flooding that can disrupt residents’ daily lives
and local business operations. Phase 1 of the
plan created an adaptation management and
monitoring program to address the needs of
residents currently experiencing flooding and
those projected to be substantially impacted by
future coastal flooding. Adaptation strategies
focus on identifying nature-based solutions, where
feasible, to address current and future impacts in
four coastal segments of the City.

Rapid Bus 227
Rapid Bus Stop
IB CRP Boundary Bayshore Bikeway Boundary
Border to Bayshore Bikeway City of Imperial Beach
Eco Route Bikeway

2.0 Existing Plans, Policies & Projects
13th Street Corridor
Transit Center Rec. Facility
School
Park

13th Street Corridor | Existing Conditions Atlas 12 July 2025 13

DEMOGRAPHIC &

ECONOMIC OVERVIEW
The 13th Street Corridor is positioned as a key growth node within Imperial Beach, supported by emerging demographic and economic trends. The Market Assessment from Keyser
Marston Associates, Inc. (KMA) highlights the Corridor’s strategic role in capturing unmet housing and retail demand, reinforcing its identity as a dense, mixed-use environment.

Continued investment in attainable housing, small-scale retail, and neighborhood services will be critical to meeting long-term community needs and recapturing local spending.

Despite being largely built out, the Corridor continues to attract interest due to its infill potential and multi-modal access. KMA’s findings support targeted growth that responds to community needs—especially for modest rental housing and small-scale retail—while reinforcing the Corridor’s identity as an active, mixed-use neighborhood spine.
3

13th Street Corridor | Existing Conditions Atlas 14 July 2025 15 $135M -
46 1$
%
61M-54%
City of Imperial Beach

1.0|INTRODUCTION 2.0| 3.0| 4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE & ZONING

EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW

RETAIL MARKET OVERVIEW
Retail vacancy in Imperial Beach is low at 2.5%,
and lease rates are strong. The Corridor holds
28% of the city’s shopping center space (62,600
SF) and could support 10,000–18,000 SF more
by 2035. Despite healthy performance, $161M in
annual sales leakage suggests unmet demand—
especially for small-scale, local-serving retail like
cafés, convenience shops, and services.

BAYSHORE BIKEWAY
Through an Ocean Protection Council Prop 68
grant, the City of Imperial Beach is developing
plans to re-purpose a 1.2-mile segment of the
Bayshore Bikeway corridor into a multi-benefit
coastal resilience corridor. Goals for the project
include providing enhanced flood protection
for the Bayshore Bikeway corridor and adjacent
vulnerable communities, improving coastal
access, and strengthening ecosystem resilience
by adding transitional habitat areas along the
bay’s edge.

The project will serve as a catalyst to activate
the Imperial Beach Bayfront leading to greater
opportunities for sustainable economic
development and recreation.

3.0 Demographic & Economic
Overview
Based on the findings prepared by Keyser
Marston Associates, Inc. (KMA), the 13th Street
Corridor is positioned for targeted growth in
both residential and retail sectors through 2035.

The Corridor currently includes 1,447 residential
units and approximately 62,600 square feet of
retail space—representing about 28% of the
city’s total shopping center square footage.

Despite its relatively built-out conditions, the
area is expected to support an additional 56 to
113 new residential units and between 10,000
and 18,000 square feet of new retail space.

These projections reflect both internal demand
and opportunities to recapture significant retail
sales leakage occurring citywide, currently
estimated at $161.1 million annually.
592,000 SF
of retail in Imperial Beach
62,600 SF
of that is in the 13th Street Corridor
+10,000-18,000 SF
projected retail growth in the Corridor by 2025
<2.5%
Retail Vacancy Rate (strong, healthy market)
$161.1 Million
in unmet market demand (citywide leakage)
Leaked Sales Captured Sales

RESIDENTIAL MARKET OVERVIEW
The most feasible residential growth will occur
in the form of town-homes and low-rise,
medium-density apartments. Stacked flats
with tuck-under or surface parking have the
highest projected support, while podium-style
units face feasibility and litigation challenges.

The Corridor currently includes approximately
1,447 residential units, with projected capacity
for 56 to 113 more by 2035. With 77% of units
renter-occupied—well above the citywide
average—the area reflects strong demand
for modest, attainable rental housing. Lower
rates of homeownership (19%) point to
limited ownership opportunities and a need
for housing that supports long-term flexibility.

POPULATION CHARACTERISTICS
The 13th Street Corridor makes up ~13% of the
Imperial Beach population, highlighting its role
as a dense, active community node.
1,447
existing residential units in the corridor
56-113
new units projected by 2035
~13.8%
of Imperial Beach’s housing is in the Corridor
13th Street Corridor City of Imperial Beach
77% 63%
19%
30%
4% 7%
Renter Owner Vacant
Figure 4 - Demographics Bar Chart

13th Street Corridor | Existing Conditions Atlas 16 July 2025 17

1.0|INTRODUCTION 2.0| 3.0| 4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE & ZONING

EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
Figure 5 - Housing Market Demand
MARKET DEMAND: FOR-SALE HOUSING

RESIDENTIAL TYPOLOGIES

RESIDENTIAL TYPOLOGIES

NEAR-TERM
(0 TO 5 YEARS)
Attached Townhomes with Attached
Garages
Garden Apartments with
Surface Parking
and Attached Garages
Stacked Flats with
Tuck-Under Parking
Stacked Flat with
Podium Parking
Stacked Flat with
Podium Parking

MID-TERM
(5 TO 10 YEARS)

LONG-TERM
(10+ YEARS)
MARKET DEMAND: RENTAL HOUSING

NEAR-TERM
(0 TO 5 YEARS)

MID-TERM
(5 TO 10 YEARS)

LONG-TERM
(10+ YEARS)
Strong
Strong
Moderate
Weak
Weak
Strong
Strong
Strong
Weak
Weak
Strong
Strong
Strong
Moderate
Moderate
N 0ft 400ft 800ft 1,600ft
Eating & Drinking
Grocery / Convenience Store
Retail
Personal & Business Services
Medical & Care Services
Leisure & Wellness Services
Vehicle Services
Gas Station
City Boundary

EXISTING BUSINESS IN THE CORRIDOR
Businesses within the 13th Street
Corridor are primarily clustered around
two key commercial nodes—one near
Palm Avenue and another near Imperial
Beach Boulevard. These nodes reflect
the highest concentration of commercial
activity, offering a diverse mix of uses. The
most common businesses include eating
and drinking establishments, grocery and
convenience stores, and retail shops, with
additional representation from personal
services, medical and care facilities, leisure
and wellness providers, and vehiclerelated services. The presence of Central Elementary School also reinforces the role
of the Corridor as a mixed-use community
spine. This varied business mix highlights the
area’s potential to support neighborhoodserving uses and enhance walkability within the corridor.

LEGEND
Figure 6 - Map of Businesses on the Corridor

13th Street Corridor | Existing Conditions Atlas 18 July 2025 19

LAND USE & ZONING
The 13th Street Corridor features a diverse mix of residential, commercial, and community-serving land uses that collectively shape its role as a local connector. The surrounding blocks are predominantly residential, with approximately two-thirds made up of single-family homes and one-third consisting of multi-family housing.

Commercial uses are concentrated at Bikeway Village and at key intersections along the Corridor, particularly where 13th Street meets Palm Avenue and Imperial Beach Boulevard, the primary eastwest arterials in the area. These intersections support neighborhood shopping centers and arterial commercial activity, reinforcing their role as focal points of community life.

The Central Elementary School Site is planned for closure by 2027, making this a redevelopment opportunity site and a potential anchor for the neighborhood.

The presence of service stations and surface parking lots reflects a transitional urban form. Although vacant parcels are limited, they present opportunities for targeted infill development that could enhance connectivity between residential neighborhoods and existing commercial nodes.
4

13th Street Corridor | Existing Conditions Atlas 20 July 2025 21

1.0|INTRODUCTION 2.0| 3.0| 4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE & ZONING

EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
N 0ft 400ft 800ft 1,600ft
Single Family Detached
Single Family Multiple Units
Multi-Family Residential
Neighborhood Shopping Center
Arterial Commercial
Elementary School
Service Station
Surface Parking Lot
Vacant and Undeveloped Land
RHNA Sites
City Boundary
Existing land uses in the study area include
predominantly residential uses (2/3 as singlefamily and 1/3 as multi-family).

Three commercial areas occur along the corridor
at the junction with the two main east-west arterials
(Palm Avenue and Imperial Beach Boulevard) and
along the Bay (Bikeway Village).

See Figure 7 for a breakdown of planned land uses and
Figure 8 for a map of existing land uses in the study
area.

RESIDENTIAL
Single Family Detached
Refers to a residential building designed for
occupancy by one family, standing alone on a lot
with no shared walls with other building. State law
allows for one Accessory Dwelling Unit (ADU) and
one Junior Accessory Dwelling Unit (JADU) per lot
with a proposed or existing single-family dwelling
and one new construction detached ADU.

Single Family Multiple Units
Refers to lots with more than one existing or
proposed single-family dwelling, allowing for one

4.1 Existing Land Use
Accessory Dwelling Unit (ADU) and one Junior
Accessory Dwelling Unit (JADU), or one detached
ADU.

Multi Family Residential
Refers to a structure designed for human
habitation that has been divided into two or more
legally created independent living quarters, such
as apartments, condominiums, or town-homes.

COMMERCIAL
Neighborhood Shopping Center
Defined as a commercial area providing limited
retail, business, and office facilities primarily for the convenience of residents within the surrounding
neighborhood, designed to be compatible with
the residential environment.

Arterial Commercial
Refers to commercial zoning or development
along major roadways or thoroughfares, designed
to serve as a primary traffic artery and attract
regional or local shoppers and businesses.

VACANT PROPERTIES
Limited vacant properties exist along the corridor.
180 Single Family
Multiple-Units
2 Surface
Parking Lots
3 Service
Stations
2 Elementary
Schools
1 Vacant/ 38 Arterial Undeveloped Lot Commercial
Properties
13 Neighborhood
Shopping Centers
136 Multi-Family
Residential Units
43 Road
R.O.W.
154 Single Family
Detached Units
Figure 7 - Land Use Distribution
Figure 8 - Existing Land Use Map with RHNA Sites Overlay

EXISTING LAND USE IN THE CORRIDOR
The existing land use map - Figure 8 shows
a mix of residential, commercial, and
community-serving uses distributed along
the 13th Street Corridor. Single-family and
multi-family residential areas dominate the
surrounding blocks, while commercial zones
are concentrated along 13th Street and
major cross streets like Palm Avenue and
Imperial Beach Boulevard. Neighborhood
shopping centers and arterial commercial
areas cluster near key intersections,
reinforcing the corridor’s role as a local
activity spine. Public facilities such as Central
Elementary School and nearby parks add
important community anchors, while service
stations and surface parking lots reflect
the corridor’s evolving urban form. Limited
vacant parcels along the corridor present
strategic opportunities for targeted infill
development and improved connectivity
between residential neighborhoods and
commercial nodes.

13th Street Corridor | Existing Conditions Atlas 22 July 2025 23

1.0|INTRODUCTION 2.0| 3.0| 4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE & ZONING

EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW

RESIDENTIAL
R-3000-D Two-Family Detached Residential
Provides for the development of detached single
family residential dwelling units on a single lot.

It provides for a low intensity residential living
environment in typically one to two-story units.

R-3000 Two-Family Detached Residential
Provides for the development of detached or
attached residential dwelling units on a single lot.

Typical of this zone are single-family detached
residences or duplexes. It provides for a low
intensity residential living environment in typically
one to two-story units.

R-2000 Medium Density Residential
Provides for the development of detached and
attached single family and multifamily dwellings in a
moderately intense residential living environment
in typically one and two story dwelling units.

Typical of this zone are detached and attached
single family dwellings, duplexes, apartments,
condominiums and town-homes.

R-1500 High Density Residential
Provides for the development of detached and
attached single family and multifamily dwellings
N 0ft 400ft 800ft 1,600ft
R-3000-D Two-Family Detached
Residential
R-3000 Two-Family
Residential
R-2000 Medium Density
Residential
R-1500 High Density
Residential
C/MU-3 Neighborhood
Commercial & Mixed-Use
C/R-ET Commercial/Recreation
Zone
C/MU-1 General Commercial &
Mixed-Use
PF Public Facility
City Boundary

4.2 Existing Zoning
in an intense residential living environment in
typically two and three-story buildings. Typical of
this zone are attached and detached single family
dwellings, duplexes, apartments, condominium
projects and town-homes.

COMMERCIAL
C/R-ET Commercial / Recreation-Ecotourism
Provides land to meet the demand for goods and
services required primarily by the recreation and
ecotourist visitor.

C/MU-1 General Commercial and Mixed-Use
Provides areas for mixed-use development,
multiple-family dwellings, and for businesses to
meet the local demand for commercial goods and
services.

C/MU-3 Neighborhood commercial and
Mixed-Use
Provides areas for businesses to meet the local
neighborhood demand for commercial goods
and services.

Figure 9 - Breakdown of Existing Zoning & Development Standards ZONING Description DU Height Setbacks related to 13th
R-3000-D Detached SF 14 du/ac 26’ max -
2 story
15’ Front Yard
5’ side yard
10’ Street Side Yard
R-3000 Detached or attached SF 14 du/ac 26’ max -
2 story
15’ Front Yard
5’ side yard
10’ Street Side Yard
R-2000 SF and Multifamily 21 du/ac 26’ max -
2 story
15’ Front Yard min
5’ side yard
10’ Street Side Yard
R-1500 SF and Multifamily 29 du/ac 30’ max -
3 story
15’ Front Yard
5’ side yard
10’ Street Side Yard
C-MU-3 Commercial GF
(60% min) 29 du/ac 35’ max - 3 storyGF com - 15’ min
0’ Front Yard/Side Street
5’ side yard
C/R-ET Goods and Services Not Permitted
26’ max -
2 story
C/MU-I Mixed Use 43 du/ac
cf R-1500
40’ max -
4 story
0’ Front Yard
5’ side yard

EXISTING ZONING IN THE CORRIDOR
The existing zoning map highlights a pattern
of medium- and high-density residential
districts surrounding the 13th Street
Corridor, with commercial and mixed-use
zones concentrated along 13th Street and
key intersections. Neighborhood-serving
commercial designations are primarily
located near Palm Avenue and Imperial
Beach Boulevard, reflecting the commercial
node pattern seen in the Corridor.

Designations such as C/MU-1 and C/MU-3
support a blend of retail, services, and
housing, reinforcing the Corridor’s role as a
local activity center. This zoning framework
creates opportunities for compact, walkable
development that strengthens community
connectivity over time.

Figure 10 - Existing Zoning Map

13th Street Corridor | Existing Conditions Atlas 24 July 2025 25

MOBILITY
The following section summarizes existing mobility conditions within the 13th Street Corridor, covering infrastructure, connectivity, safety, and key opportunity areas. Based on a technical analysis prepared by CR Associates (CRA), this assessment highlights the Corridor’s strengths—such as
recent bikeway improvements and full sidewalk coverage—as well as areas where further enhancements can support safe, comfortable, and accessible multi-modal travel for residents, businesses, and visitors.
5

13th Street Corridor | Existing Conditions Atlas 26 July 2025 27

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW

EXISTING MOBILITY INFRASTRUCTURE
Existing mobility infrastructure along the 13th Street Corridor reflects a strong foundation for walking, bicycling, and transit access, based on findings prepared by CR Associates. Full sidewalk coverage, enhanced bike-ways, and proximity to transit stops throughout the Corridor contribute to a multimodal environment. Recent improvements under the Border to Bayshore Bikeway project have further strengthened pedestrian and bicycle conditions at key intersections.

5.0 Mobility
Figure 11 - Existing Pedestrian Infrastructure Figure 12 - Existing Bicycle Facilities • Signalized intersections at Palm
Avenue with flashing hand
pedestrian signal heads
• Signalized intersections at
Imperial Beach Boulevard with
pedestrian countdown signal
heads
• Grove Avenue HAWK
• Ebony Avenue - raised crosswalk
on north leg of the intersection
• Curb extensions at the
intersections with Cypress
Avenue, Elder Avenue, Ebony
Avenue and Grove Avenue
• Curb extensions at Imperial
Beach Boulevard and Palm
Avenue

EXISTING PEDESTRIAN PATHWAYS
0 500 1,000 Feet
All Legs
Palm Av
Donax Av
Elm Av
Elder Av
Imperial Beach Bl Coronado Av
Ebony Av
Fern Av
Grove Av
Holly Av
Hemlock Av
13th St
Iris Av
Iris Av
Calla Av
Cypress Av
Bayshore Bikeway
San Diego Bay
San Diego Bay Wetlands
75 75
Teeple
Park
Veterans
Park
Bayside Park Bayside
Elementary
School
Central
Elementary
School
Oneonta
Elementary
School
Mar
Vista Academy
Naval Outlying Landing
Field Imperial Beach 0 500 1,000 Feet
Curb Ramp
Curb Ramp with
Truncated Domes
Pedestrian HAWK
Signal
Decorative
Crosswalk
High-Visibility
Crosswalk
Existing Sidewalk
Commercial
Park
School
Project Study Area
Pedestrian Signal
Countdown
Raised Crosswalk
Curb Extension
• Class I bike path connect Bayshore
bikeway to 13th street
• Class II bike lane from Cypress
Avenue
• Class II bike lane with buffer from
Calla Avenue
• Class III bike route from Iris Avenue
and Hemlock Avenue
• Green conflict paint between Grove
Avenue and
• Bike Parking provided at the
Bayshore Bikeway
• Intersecting facilities at Palm
Avenue, Imperial Beach Boulevard

EXISTING BICYCLE PATHWAYS

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
Palm Av
Donax Av
Elm Av
Elder Av
Imperial Beach Bl Coronado Av
Ebony Av
Fern Av
Grove Av
Holly Av
Hemlock Av
13th St
Iris Av
Iris Av
Calla Av
Cypress Av
Bayshore Bikeway
San Diego Bay
San Diego Bay Wetlands
·} ·}75 75
Teeple
Park
Veterans
Park
Bayside Park Bayside
Elementary
School
Central
Elementary
School
Oneonta
Elementary
School
Mar
Vista
Academy
Naval Outlying Landing
Field Imperial Beach 0 500 1,000 Feet
N
Existing Bicycle Facilities
Class I - Multi-Use Path
Class II - Bike Lane
Class II - Buffered Bike
Lane
Class III - Bike Route
Commercial
Park
School
Project Study Area

13th Street Corridor | Existing Conditions Atlas 28 July 2025 29

MOBILITY GAPS & EXISTING CHALLENGES
Most pedestrian crossings along the Corridor are
of medium or high quality, with the few low-scoring
crossings lacking curb ramps with truncated
domes or marked crosswalks.

KEY MOBILITY OPPORTUNITIES
Based on CR Associates’ evaluation, Palm Avenue
and Imperial Beach Boulevard emerged as the
highest-priority intersections for future multimodal investment. Both intersections scored 18 out of a possible 20 points, reflecting strong
potential across key criteria such as pedestrian
access, bicycle connectivity, transit accessibility,
land use mix, and trip generation. Figure 15
highlights these and a few other nodes for targeted
improvements, including upgraded crossings,
curb ramps, and enhanced bicycle transitions.

Concentrating investments at these nodes would
strengthen walkability, improve multi-modal
safety, and support the Corridor’s role as an active
neighborhood hub.

SAFETY OVERVIEW
Collision patterns (2019–2023):

A total of 31 collisions were reported within the
study area, including three involving pedestrians,
two involving bicyclists, and 26 vehicle-only
collisions. The reported collisions were primarily
concentrated at intersections with Palm Avenue
and Imperial Beach Boulevard.

Figure 14 - Pedestrian Crossing Quality
13th Street Corridor
84%
10%
6%
Vehicle
Pedestrian
Bicycle
Figure 15 - Mobility Issues and Opportunities
Figure 13 - Existing Transit Service & Ridership

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &
ECONOMIC OVERVIEW 4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE & ZONING

13th Street Corridor | Existing Conditions Atlas 30 July 2025 31

URBAN FORM
Urban Form existing conditions includes an analysis of
development patterns, building types and styles, and the state of the public realm (or where it is absent) within the area.

The public realm refers to all spaces between buildings where urban life takes place.

For the 13th Street Corridor, studying Urban Form helps us identify opportunities for new development, enhanced streetscape, and to create a more walkable and welcoming environment.
6

13th Street Corridor | Existing Conditions Atlas 32 July 2025 33

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW

SITE CHARACTERISTICS
Visual
The Corridor is primarily oriented around car
traffic, which is visually reinforced by extensive
asphalt and prominent surface parking lots.

Despite five bus stops in the southern portion
and the intersection with Rapid Bus Route 227
at Imperial Beach Boulevard, pedestrians remain
secondary.

The Corridor is often perceived as noisy and
fast-moving, with most development set back,
buffered, or internally oriented. Few active uses
open directly onto the public realm.

Overall building massing is low, and the Corridor
lacks a sense of compactness or intensity, further
diminished by minimal landscaping.

Despite the presence of alleys and secondary
streets, several properties provide car access
directly off the corridor, resulting in a large amount
of curb cuts. These conditions do not conform to
General Plan policies and zoning requirements for
access, and represent several instances of legal
non-conforming properties on the corridor.

The Border to Bayshore Bikeway project currently
under construction will improve bike lanes
between Grove Avenue and Calla Avenue.

Public Space / Place-making & Streetscape
Public space is limited and primarily confined to
sidewalks ranging from 6 to 10 feet wide. This
results in minimal public amenities—often just a
bus stop, trash can, and bench—and leaves little
room for place-making, public art, or enhanced
streetscape elements.

6.0 Existing Conditions
Block Patterns
The northern section of the Corridor follows a grid
pattern up to Grove Avenue. Blocks average 300
feet in width and 500 to 600 feet in length, often
including alleys. At 600 feet, block length begins
to hinder an efficient pedestrian environment—
by comparison, downtown San Diego blocks are
typically 200 by 300 feet. This scale challenges
pedestrian crossings and neighborhood
connectivity. A notable exception is the Ebony
block, a half-block located at a key junction and
main access point to Central Elementary School.

The southern portion of the Corridor has a more
irregular grid pattern, with fewer north-south
connections and a stronger east-west orientation.

This layout creates a cul-de-sac effect due to the
Naval Outlying Landing Field property and the lack
of street connections beyond Iris Avenue.

Southern blocks also do not include alleys.

See Figure 18 and Block Typologies on p.31

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
N 0ft 400ft 800ft 1,600ft

BLOCK TYPOLOGIES
Dispersed Pattern
Palm Avenue
Typical Block
Display a consistent street grid with compact
pattern of development and an alley.
600 ft is long for a comfortable pedestrian
experience.

Half Block
Ebony Avenue
265 ft to 310 ft
475 ft to 600 ft
Grid Blocks
Irregular Grid Blocks
Southern blocks of
the corridor display a
more irregular pattern
that interrupt the grid
organization.

There is an absence of
alleys on these blocks.

Figure 16 - Figure-Ground Map
Example of an existing
transit stop on the
corridor
Example of an existing
painted crosswalk on
the corridor

13th Street Corridor | Existing Conditions Atlas 34 July 2025 35

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
Lot Sizes
Typical lots range from 5,800 to 7,500 square feet,
with a consistent width of approximately 50 feet.

See Figure 19 and Lot Typologies on p.33
Topography along the Corridor
The Corridor features a noticeable change in grade
along its length, which impacts views, perception,
and the overall sense of safety.

Generally, the elevation rises by about 25 feet
from north to south, reaching its peak near the
elementary school, then drops approximately 15
feet between Ebony and Iris Avenue.

This creates a scenic effect when looking north past
the school toward the Bay, but also contributes
to feeling unsafe due to reduced visibility at
crossings.

Corridor Segments and Typologies
The morphology of the Corridor shifts depending
on existing land uses, building types, and parking
configurations.

This combination directly influences how
pedestrians experience the space and the
perceived quality of the public realm.

Five segments were selected to illustrate and
analyze key conditions along the Corridor:

A. Residential Segment - Typical Lot - Two
family residential zoned (R-3000)
B. Residential Segment - Large Lot - Two
family residential zoned (R-3000)
C. Residential Segment - Medium Density
Zoned (R-2000)
D. Commercial and mixed-use segment 1 -
zoned C/MU-1
E. Commercial and mixed-use segment 2 -
zoned C/MU-3
See Segment Morphologies p.34-43
See Commercial Typologies p.44-45
See Residential Typologies p.46-47

LOT TYPOLOGIES

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
5,800 sqft and below
6,200 sqft to 9,000 sqft
10,000 sqft to 12,000 sqft
13,000 sqft to 20,000 sqft
20,000 sqft to 1ac
Above 1ac
Grouped Lot
City Boundary
50 ft
115ft to 140 ft
100 ft
140 ft
up to 400 ft
140 ft to 300 ft
N 0ft 400ft 800ft 1,600ft
Typical Lot
Large Lot

13th Street Corridor | Existing Conditions Atlas 36 July 2025 37

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
Zoning
Figure-Ground
Land Use & RHNA Sites
Parcel Sizes
R-3000
126 ft 116 ft
50 ft
5,840 sf
6,500 sf
129 ft 140 ft
607 ft
SF-D
SF-xU
SF-D
SF-xU
SF-xU
• This segment illustrates typical residential
lot morphology, with a majority of singlefamily detached or attached units. • Parallel parking provides a buffer
between the sidewalk and the Corridor,
contributing to a greater sense of safety
for pedestrians.
• Despite the presence of an alley, most
properties maintain vehicle access directly
from the Corridor, which does not conform
to the zoning requirements.
• Setbacks are not used as active spaces
and are often fenced off.

BBB
A. Residential Segment: Type 1, R-3000

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
Figure 18 - Corridor Segment A with Border to Bayshore Bikeway Project Overlay Figure 19 - Conceptual section of Segment A with the Border to Bayshore Bikeway Project 0ft 50ft 100ft 200ft
N
Residential Main
Entrance

13th Street Corridor | Existing Conditions Atlas 38 July 2025 39

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
140 ft 140 ft
50 ft
14,200 sf
34,500 sf 7,000 sf
R-3000
MF
SF-D
R-2000
SF-xU
SF-D
MF
MF
10,200 sf
18,800 sf
140 ft 149 ft
510 ft
• This segment illustrates larger residential
lots with multi-family typologies and a few
single-family units.
• Surface parking leads to extended curb
cuts along the Corridor, interrupting the
pedestrian experience which does not
conform to the zoning requirements.
• Multi-family buildings are oriented toward
interior courtyards or circulation areas
and have limited engagement with the
public realm.
• Note: A recent motor court development
at the northwest corner provides active
frontage along the Corridor and uses alley
access for vehicles.

Zoning
Figure-Ground
Land Use & RHNA Sites
Parcel Sizes
B. Residential Segment: Type 2, R-3000

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
0ft 50ft 100ft 200ft
N
Residential Main
Entrance
Figure 20 - Corridor Segment B with Border to Bayshore Bikeway Project Overlay Figure 21 - Conceptual section of Segment B with the Border to Bayshore Bikeway Project

13th Street Corridor | Existing Conditions Atlas 40 July 2025 41

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
R-2000
5,840 sf
6,500 sf
• This segment features larger residential
lots with medium-density multi-family
prototypes.
• Most buildings are oriented toward
internal courtyards or circulation areas
and show little engagement with the
public realm.
• Traffic is more calm
• Note: Neighborhood Market on the
South East Corner of the corridor
SF-D
MF
Zoning
Figure-Ground
Land Use & RHNA Sites
Parcel Sizes
C. Residential Segment: Type 3, R-2000

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
0ft 50ft 100ft 200ft
N
Figure 22 - Corridor Segment C
Figure 23 - Conceptual section of Segment C
Commercial Main
Entrance
Residential Main
Entrance

13th Street Corridor | Existing Conditions Atlas 42 July 2025 43

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
C/MU-1
C/MU-1
R-3000
302 ft 140 ft 138 ft
50 ft
19,600 sf
7,100 sf
• This segment includes a commercial center on the
west side of the Corridor and single-family homes
on the east that have not yet redeveloped.
• Commercial buildings are internally oriented, with
entries and frontages facing interior circulation and
parking.
• Facades along the Corridor have minimal
interaction with the sidewalk and do not provide a
defined street edge.
• Note: A single-family home at the southeast corner
has been redeveloped into a local restaurant.

BBB Bus Stop
COM
SF-xU
SF
MF
Zoning
Figure-Ground
Land Use & RHNA Sites
Parcel Sizes
D. Commercial & Mixed Use Segment: Type 1, CMU-1

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
0ft 50ft 100ft 200ft
N
Commercial Main
Entrance
Figure 24 - Corridor Segment D with Border to Bayshore Bikeway Project Overlay Figure 25 - Conceptual section of Segment D with the Border to Bayshore Bikeway Project

13th Street Corridor | Existing Conditions Atlas 44 July 2025 45

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
126 ft 116 ft
50 ft 13,000 sf 5,800 sf
129 ft
6,400 sf
141 ft
C/MU-3
R-3000
• Most commercial surface parking is located
directly along the Corridor, with buildings set
back between 25 and 45 feet.
• Commercial facades have limited interaction
with the sidewalk, which often feels isolated and
disconnected.
• Note: The Border to Bayshore project proposes
shifting the bike lane away from the sidewalk
and adding parallel parking where feasible.

COM
SF-xU
SF-D
MF
BBB Bus Stop Rapid Bus Stop
Zoning
Figure-Ground
Land Use & RHNA Sites
Parcel Sizes
E. Commercial & Mixed Use Segment: Type 2, CMU-3

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
0ft 50ft 100ft 200ft
N
Commercial Main
Entrance
Figure 26 - Corridor Segment E with Border to Bayshore Bikeway Project Overlay Figure 27 - Conceptual section of Segment E with the Border to Bayshore Bikeway Project

13th Street Corridor | Existing Conditions Atlas 46 July 2025 47

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
+ One-story commercial buildings with
low built-up density
+ Single-use properties
+ Internally oriented toward surface
parking lots
+ No pedestrian entrances from the
street
+ Drive-in or drive-through restaurants
+ Minimal and uninviting outdoor areas
+ One-story commercial buildings with low built-up
density
+ Single-use properties
+ Internally oriented toward surface parking lots
+ Minimal and uninviting outdoor areas
1 2
2 4
4 4
5 6
3 5 5

COMMERCIAL TYPOLOGIES
1 - Small Scale Shopping Center
2 - Very Small Scale Shopping Center

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
+ Single-family home conversion
+ On-site parking retained
+ Potential for outdoor seating use
+ Residential units located at alley level or first
floor
+ Commercial surface parking located along the
street (via curb cut or internal drive)
+ Residential “main access” provided from the
alley for both pedestrians and vehicles
3 - 2 Story Office - Structured Parking
5 - 2 Story Mixed Use - Surface Parking
6 - SFD Store/Service
4 - Convenience Store/Gas Station

13th Street Corridor | 13th Street Corridor | Existing Conditions Atlas Existing Conditions Atlas 48 July 2025 49

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW

RESIDENTIAL TYPOLOGIES
Single Family Detached & Attached
1 Story Apartment Complex
Motor-court 1 Story Apartment above Podium
2 Story Walk-Up Apartments

RESIDENTIAL TYPOLOGIES
49 4.0| 5.0| MOBILITY 6.0| LAND USE &

ZONING URBAN FORM
2 Story Mixed Use
3 Story Town-homes/Row-homes
2 Story Apartments above Parking Podium
4 Story Apartments/Mixed Use
2 Story Apartments above Podium

13th Street Corridor | Existing Conditions Atlas 50 July 2025 51 CMU-1
Mixed Use
43 du/ac
40’max - 4 Story
CMU-3
Commercial GF (60%min)
29 du/ac
35’max - 3 Story
R-1500
SF & Multi-family
29 du/ac
30’max - 3 Story
Typical Lot
5,000 to
7,000 sqft
• SFD converted to
Commercial
• 2 Story Walk Up Apartments
• 3 Story Town Homes
• 2 Story Mixed-Use w/
surface Parking
Double Lot
10,000 to
15,000 sqft
1 Story Commercial w/
Surface Parking
• 1 Story Commercial w/
Surface Parking
• 2 Story Mixed-Use w/
surface Parking
Large Lot
20,00 sqft
and above
• 1 Story Commercial w/
Surface Parking
• 2 Story Apartments
above Podium
COMMENTS • No 4th Story and small
amount or 3rd Story
• No Mixed-Use
• No Structure Parking
• No 3rd Story
• No Structure Parking
• Single Use on Large Lot
(commercial)
• Ground Floor Commercial
car oriented typology

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW

PARCEL/ZONING PERFORMANCE
Is there market demand for the following housing typologies in Imperial Beach and surrounding areas?
3 Story-Mixed Use with Tuck Under
Parking and limited surface parking
4 Story-Mixed Use with structure
parking (wrap or podium)
3 Story residential Apartments
with parking podium

4.0| 5.0| MOBILITY 6.0| LAND USE &
ZONING
R-2000
SF & Multi-family
21 du/ac
26’max - 2 Story
R-3000
SF Attached or Detached
14 du/ac
26’max - 2 Story
R-3000 D
14 du/ac
26’max - 2 Story
Typical Lot
5,000 to
7,000 sqft
• 3 Story Town Homes • Single Family Detached
& Attached
• Single Family
Detached & Attached
(single or multiple
units per lot)
Double Lot
10,000 to
15,000 sqft
• Motor-court
• 2 Story Walk-Up Apartments
• 1 Story Apartments above
Parking Podium
• Single Family Detached
& Attached
• 2 Story Walk-Up
Apartments
Large Lot
20,00 sqft
and above
• 1 story Apartment Complex
• 2 Story Walk-Up Apartments
• 2 Story Walk-Up
Apartments
COMMENTS • Podiums are often not
buffered or integrated
• Many lots have car
access from the corridor
(curb cut)
• Many lots have car
access from the
corridor (curb cut)

URBAN FORM
Are there better design approaches for “Low Residential Intensity” typologies on small lots that improve street activation?
4 Detached Units per Lot -
Garages on the Alley
4 Town-homes with garages 4 attached units - Garages on the Alley on the alley

13th Street Corridor | Existing Conditions Atlas 52 July 2025 53

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
Blind Facades on the Corridor
Many developments are set back from the street
or lack direct interaction with the public realm and
“eyes on the street”.

Corridor Massing Proportions
The width of the Corridor compared to the height
of buildings and limited landscaping creates a
lack of spatial definition on the street, a lack of
compaction, and enables fast-moving traffic.

Lack of Open Space
Public open space is largely limited to basic bus
stops consisting of a bench and trash can.

Existing Typologies Very Car Oriented
Frequent driveway curb cuts and parking along
the Corridor make the sidewalk feel isolated.
“Inhabited Alleys”
Homes front the alley, while driveways and curb
cuts remain along 13th Street, fragmenting the
pedestrian environment.

Lack of Street Trees/ Tree Canopy
The lack of street trees/ tree canopy reduces shade,
limits storm-water benefits, and contributes to
the urban heat island effect.

KEY CHALLENGES
Alley
13th St

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
Improve Pedestrian environment & Reclaim
Open Space from Car Uses
Roadway improvements such as bulb-outs and
crosswalks help reduce asphalt footprint and
create more usable pedestrian public space.

Stricter curb cuts requirements on the corridor
will help improve the pedestrian environment.

Street Intensification through Landscape
Use landscaped parking and medians to add
greenery within the public right-of-way.

Street Intensification through Buildings
Build toward the street wall with 2–3 story
buildings set closer to the sidewalk.
“Neighborhood Street” on Ebony Ave
Explore part-time or permanent conversion of
Ebony into a slow street and shared play space
near the Central Elementary School site.
“Street Service” for Corridor Users
Improve the street’s role through integrated
parking, clear signage, way-finding, and enhanced
transit stops that serve the neighborhood.

KEY OPPORTUNITIES
Rapid Bus Station as Neighborhood Gateway
and Place-making Anchor
Provide more shade/seating, and activate the area
with active ground-floor uses.

13th Street Corridor | Existing Conditions Atlas 54 July 2025 55 Figure 28 - Corridor Focal Points Map

1.0|INTRODUCTION 2.0| 3.0| EXISTING PLANS,

POLICIES & PROJECTS

DEMOGRAPHIC &

ECONOMIC OVERVIEW
B - Main Eastern City Gateway
C - Potential Neighborhood Core around
Schools, Rapid Bus Stops & Local Commercial
D - Naval Base Access & West-Ward ReOrientation
A - Bayfront & Bayshore Bikeway Access
FRAMEWORK: CORRIDOR FOCAL POINTS
Figure 29 - Neighborhood Loop Framework

4.0| 5.0| MOBILITY 6.0| URBAN FORM LAND USE &
ZONING
Neighborhood Loop
Rapid Bus 227
Border to Bayshore
Bikeway
Civic Use
School
Commercial / Services
Park
Rapid Bus Stop
1 3
2 4
6 7
4 4
5 8

1. Bay-front Access / Active
Node

2. IB Plaza Shopping
Center

3. Millport Restaurant

4. School Main Entrance/
Pick up - Drop off

5. Neighborhood
Commercial

6. City Hall / Library / Park
Entrance

7. Circles Park (Pocket Park)

8. Neighbors Market
FRAMEWORK: NEIGHBORHOOD LOOP

13th Street Corridor | Existing Conditions Atlas 56 July 2025 57

APPENDICES
The following appendices provide supporting materials that informed the development of this Existing Conditions Atlas.

The Market Analysis prepared by Keyser Marston Associates and the Mobility Assessment conducted by CR Associates
offer deeper insights into local economic trends, land use dynamics, transportation infrastructure, and opportunities for future investment along the Corridor.

Appendix A: Market Assessment
Received from Keyser Marston Associates, Inc. (KMA)
Appendix B: Existing Mobility Conditions
Received from CR Associates (CRA)

Prepared For Prepared By
City of Imperial Beach
825 Imperial Beach Blvd.

Imperial Beach, CA 921932
CR Associates
3900 Fifth Avenue, Suite 310
San Diego, CA 92103
13TH STREET

CORRIDOR PLAN
APRIL 2024
DRAFT
Existing Mobility Conditions
Appendix B: Existing Mobility Conditions
Received from CR Associates (CRA)

13th Street Corridor Plan
Existing Mobility Conditions
Page i
Table of Contents

1.0 Introduction.............................................................................................................. 1 Purpose/Background ................................................................................................................ 1 Setting ..................................................................................................................................... 1 Document Review..................................................................................................................... 4 Document Organization ............................................................................................................ 5

2.0 Infrastructure & Connectivity..................................................................................... 6 Pedestrian................................................................................................................................ 6 Bicycle ..................................................................................................................................... 6 Transit...................................................................................................................................... 9 Vehicle..................................................................................................................................... 9

3.0 Safety......................................................................................................................14 Pedestrian.............................................................................................................................. 14 Bicycle ................................................................................................................................... 16 Vehicle................................................................................................................................... 16

4.0 Quality ....................................................................................................................19 Pedestrian.............................................................................................................................. 19 Bicycle ................................................................................................................................... 19 Transit.................................................................................................................................... 22 Multimodal............................................................................................................................. 22

5.0 Key Findings ............................................................................................................27

13th Street Corridor Plan
Existing Mobility Conditions
Page ii
List of Figures
Figure 1.1 - Existing Land Uses.....................................................................................................2 Figure 1.2 - Existing Traffic Controls and Curb-to-Curb Measurements..........................................3 Figure 2.1 - Pedestrian Infrastructure ...........................................................................................7 Figure 2.2 - Existing Bicycle Facilities ...........................................................................................8 Figure 2.3 - Existing Transit Service and Ridership.......................................................................10 Figure 2.4 - Existing Roadway Geometry .....................................................................................11 Figure 2.5 - Posted Speed Limits ................................................................................................12 Figure 2.6 - Presence of On-Street Parking..................................................................................13 Figure 3.1 - Pedestrian Involved Collisions (2019 – 2023).............................................................15 Figure 3.2 - Bicycle Involved Collisions (2019 – 2023)..................................................................17 Figure 3.3 - Vehicle Collisions (2019 – 2023) ...............................................................................18 Figure 4.1 - Pedestrian Environment Score .................................................................................20 Figure 4.2 - Bicycle Level of Traffic Stress ...................................................................................21 Figure 4.3 - Quality Walking Ratio from Transit Stops ..................................................................23 Figure 4.4 - Quality Biking Ratio from Transit Stops .....................................................................24 Figure 4.5 - Multimodal Trip Amenity Potential............................................................................26 Figure 5.1 - Mobility Issues and Opportunities ............................................................................28 List of Tables
Table 3.1 - Collisions by Primary Collision Factor and Crash Type................................................14 Table 4.1 - Multimodal Trip Amenity Potential Input Values .........................................................25 Table 4.2 - Multimodal Trip Amenity Potential Scores..................................................................25

13th Street Corridor Plan
Existing Mobility Conditions

1.0 Introduction
Purpose/Background
The 13th Street Corridor Plan presents a unique opportunity to enhance the quality of life in Imperial Beach. This stretch of road, extending from Bikeway Village to the Naval Outlying Landing Field (NOLF), offers the potential to create a more vibrant, pedestrian-friendly, and safe community hub. This project is funded through a state grant. The project will help the City of Imperial Beach identify opportunities to catalyze investment, increase available housing stock, create positive economic and social benefits, and reduce vehicle miles traveled (VMT) with streetscape improvements and accessible pedestrian connections to public transit.

This Existing Mobility Conditions assessment serves to evaluate the current state of pedestrian, bicycle, transit, and vehicular mobility as related to infrastructure and connectivity, safety, and quality. The findings from this technical analysis, combined with input from community members and project stakeholders, will be used to identify mobility needs and, ultimately, recommendations that support and complement other project components, such as the urban design, land use, and general aesthetics and uses of the public realm.

Setting
The project spans the length of 13th Street in the City of Imperial Beach, from the Bayshore Bikeway and Bikeway Village at the northern terminus to Iris Avenue and the NOLF at the southern terminus. As shown in Figure 1.1, the corridor is primarily fronted by single family homes, with pockets of commercial uses concentrated at intersections with Palm Avenue and Imperial Beach Boulevard, and some multifamily residential uses at the southern end and near the commercial areas.

Central Elementary School fronts the west side of 13th Street, between Elder Avenue and Ebony Avenue. Additional schools, including Oneota Elementary School and Bayside Elementary School are located just west of the corridor. Recreational opportunities include the Bayshore Bikeway and trails near the San Diego Bay as well as Teeple Park. The NOFL entry at the southern end of the corridor serves as the primary access point for many base employees. The commercial uses, schools, recreational locations, and NOFL are the primary trip attracting land uses in and around the study area, drawing employees, customers, students, and visitors using various travel modes to access.

Figure 1.2 displays the existing traffic controls and curb-to-curb measurements. The two signalized intersections are with Circulation Element designated roadways, Palm Avenue and Imperial Beach Boulevard. All other intersections stop-controlled with two-lane local roads. The north and southbound approaches to Grove Avenue also include pedestrian activated signals (HAWKS).

Roadway width (measured from curb face to curb face for this figure) ranges from approximately 54’ just north of Palm Avenue to a width of 64’ between Palm Avenue and Hemlock Avenue.

The built environment is comprised of a strong gridded street network, short blocks, relatively small parcel sizes, and flat topography – characteristics that contribute to an environment where walking, bicycling, and transit use can be feasible travel options.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 1.1 - Existing Land Uses
Source: CR Associates (2025), SANDAG (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 1.2 - Existing Traffic Controls and Curb-to-Curb Measurements Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Document Review
A document review was performed to identify previously planned mobility recommendations and language intended to guide mobility planning along 13th Street. The review findings are summarized below:
 City of Imperial Beach General Plan Mobility Element (2019) o Designates the corridor as a Multimodal Boulevard. Multimodal Boulevards are 2- and 4-lane roadways providing the primary access to the City’s commercial core, coastal areas, and other key destinations. They are utilized by local residents and visitors alike and are designed for the safe mobility of all transportation modes. This typology is designed to support high levels of pedestrians, public transit riders, and bicyclists through traffic calming measures, attractive landscaping, and multimodal facilities. Wayfinding signs should be scaled and designed to appeal to all transportation modes and users.
o The corridor is also designated as a Truck Route south of Palm Avenue. The Truck Route Overlay emphasizes the importance of enhanced safety and efficient truck and freight movement throughout Imperial Beach. The Truck Route Overlay acknowledges that additional design considerations must be made to ensure roadways can accommodate truck traffic. Designated Truck Routes maintain truck traffic to prime, major, and collector roadways and aim to limit the amount of heavy traffic and noise through residential neighborhoods. Lane widths, parking restrictions, turning radii, and access to the various land uses trucks serve should be required when designing or modifying roadways identified with the Truck Route Overlay area.
o The length of the corridor is also designated as providing Class II Bike Lanes.  City of Imperial Beach Local Roadway Safety Plan (2021) o 13th Street is one of two roadways identified as a “priority corridor” for the LRSP, citing the following: This corridor poses safety concerns due to its proximity to schools in the area, the Naval Outlying Landing Field entrance points, commercial centers, and bike/pedestrian activity. Enhancements to the active transportation environment would greatly benefit the community along this roadway. o Goals for the two priority corridors include:
 Reduce the frequency and severity of crashes at signalized and unsignalized intersections
 Incorporate Complete Streets principles where applicable  Enhance emergency response times prior to implementing in-road features  Facilitate enhanced pedestrian crossings
o Strategies/countermeasures to help achieve the identified goals on the priority corridors include:
 High visibility crosswalks
 Install advance stop bar before crosswalk (bike box)
 Install pedestrian countdown signal heads
 Modify signal phasing to implement an LPI
 Install raised medians/refuge islands
 Curb extensions (Roadway)
 Curb extensions (Non-Signalized Intersection)

13th Street Corridor Plan
Existing Mobility Conditions

 City of Imperial Beach Palm Avenue Complete Multimodal Corridor Project (On-Going) o A design project is underway to provide a separated bike facility along Palm Avenue, which may include infrastructure recommendations at the 13th Street/Palm Avenue intersection. Recommendations will be coordinated between the two efforts.  SANDAG Border to Bayshore Bikeway Project (On-Going)
o Construction of the Border to Bayshore Bikeway Project is underway. This includes an improved buffered bike lane with green paint along 13th Street from Grove Avenue to the northern terminus. Intersection improvements at Grove Avenue, Imperial Beach Boulevard, and Palm Avenue are also under construction, including curb extensions, curb ramps with truncated domes, high visibility crosswalks, advance stop bars, green conflict paint through the intersections, and enhanced signage. The under-construction improvements were assumed as existing for the purposes of the evaluations within this document.

Document Organization
Following this introductory chapter, the remainder of this Existing Conditions assessment is organized into the following chapters:
 Chapter 2: documents the existing transportation infrastructure and transit services.  Chapter 3: presents an assessment of multimodal collision history.  Chapter 4: describes the quality of the infrastructure and services.  Chapter 5: summarizes the key mobility issues and opportunities.

13th Street Corridor Plan
Existing Mobility Conditions

2.0 Infrastructure & Connectivity
This chapter documents the existing physical infrastructure and services available for pedestrians, bicyclists, transit users, and drivers.

Pedestrian
Pedestrian infrastructure within the area is depicted in Figure 2.1, consisting of sidewalks and intersection crossing features such as marked crosswalks, curb ramps, and curb extensions.

Sidewalks are present throughout the study area, without any documented gaps. The two signalized intersections at Palm Avenue and Imperial Beach Boulevard have high visibility marked crosswalks, however, only Imperial Beach Boulevard has pedestrian countdown signal heads. The intersection with Palm Avenue includes pedestrian signal heads with a flashing hand, which does not indicate the amount of time remaining to cross the street – important information for pedestrians, especially when crossing a 6-lane roadway.

The pedestrian signal (or HAWK) located at Grove Avenue facilitates east-west pedestrian crossings by controlling north- and southbound traffic via a push button. A raised crosswalk is present on the north leg of the intersection with Ebony Avenue, facilitating pedestrian crossings to Central Elementary School.

Curb extensions shorten the crossing distance for pedestrians, help make pedestrians more visible to drivers, and encourage slower vehicle turning speeds. Curb extensions are present at the intersections with Cypress Avenue, Elder Avenue, Ebony Avenue, and Grove Avenue, as well as newly constructed curb extensions at Imperial Beach Boulevard and Palm Avenue.

Bicycle
As shown in Figure 2.2, bicycle facilities are present along the length of the corridor. A Class I bike path (also referred to as a multi-use path) connects the Bayshore Bikeway to 13th Street at the northern terminus of the corridor, continuing as a standard Class II bike lane at Cypress Avenue and then transitioning to a buffered bike lane south of Calla Avenue to the southern terminus. The southbound facility transitions to a Class III bike route between Iris Avenue and Hemlock Avenue to make room for an additional southbound vehicle lane.

Green conflict paint was recently added to the buffered bike lane, north of Grove Avenue, as part of the Border to Bayshore Bikeway project. The paint serves to emphasize intersection crossing areas and locations where vehicles transition over the bike lane to access on-street parking. Bike parking is provided at the Bayshore Bikeway trailhead, enabling bicyclists to secure their bike while visiting the Bikeway Village retail center, nearby exercise equipment, and bayfront land.

Intersecting facilities are provided along Palm Avenue (Class II buffered bike lane west of 13th Street and Class II standard bike lane to the east) and Imperial Beach Boulevard (standard Class II bike lane). Additionally, Grove Avenue east of the corridor was recently classified as a Class III bike route with signage and sharrow markings through the Border to Bayshore Bikeway project.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.1 - Pedestrian Infrastructure
Source: CR Associates (2025), SANDAG Border to Bayshore Bikeway Improvement Plans (2022)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.2 - Existing Bicycle Facilities
Source: CR Associates (2025), SANDAG Border to Bayshore Bikeway Improvement Plans (2022)

13th Street Corridor Plan
Existing Mobility Conditions

Transit
As shown in Figure 2.3, the 13th Street corridor is served by bus routes 933/934, 901, and Rapid 227. Routes 933/934 operate along 13th Street between Iris Avenue and Imperial Beach Boulevard, however, no service runs directly on the corridor north of Imperial Beach Boulevard. The graphic also depicts ¼- and ½-mile travelsheds from each transit stop, demonstrating nearly the entirety of 13th Street is within ¼-mile walk from a transit stop, as well as much of the surrounding areas. This is facilitated by the strong grided street network and short block sizes.

Routes 933/934 connect 13th Street to western Imperial Beach, as well as the Palm Avenue Trolley Station and Iris Avenue Transit Center. Route 901 intersects with 13th Street, running between the Iris Avenue Transit Center and Downtown San Diego via Imperial Beach Boulevard and SR-75.

Rapid 227 offers connections from western Imperial Beach to the Iris Avenue Transit Center and Otay Mesa Transit Center/Otay Mesa Port of Entry with limited stop service at high frequencies (every 7.5- to 15-minutes during peak travel times, seven days a week).

Average daily transit ridership (year 2023) is presented for each stop, with the greatest total ridership within the study area reported at Rapid 227 stop just west of 13th Street with 158 daily transit riders.

Vehicle
Figure 2.4 displays the existing roadway geometry. The roadway provides one vehicular travel lane in each direction and a continuous center left-turn lane from Calla Avenue to Hemlock Avenue.

North of Calla Avenue, the roadway narrows and the turn lane is removed. South of Hemlock Avenue, a second southbound through lane is provided in place of the center left-turn lane to facilitate access to the NOLF.

Posted speed limits, shown in Figure 2.5, are low along 13th Street, posted as 30 miles per hour from Hemlock Avenue to Palm Avenue and 25 miles per hour at the northern and southern ends.

On-street parking is depicted in Figure 2.6. Parking is available throughout the corridor. Recent striping modifications to accommodate the continuous buffered bike lane also increased the availability of on-street parking, particularly near the commercial centers at Palm Avenue and Imperial Beach Boulevard. Off-street parking is available on most parcels and accessible to vehicles via the frequent driveways, however, these locations can pose a conflict for vehicles with pedestrians and bicyclists.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.3 - Existing Transit Service and Ridership
Source: CR Associates (2025), SANDAG (2025), MTS (2023)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.4 - Existing Roadway Geometry
Source: CR Associates (2025), SANDAG Border to Bayshore Bikeway Improvement Plans (2022)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.5 - Posted Speed Limits
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.6 - Presence of On-Street Parking
Source: CR Associates (2025), SANDAG Border to Bayshore Bikeway Improvement Plans (2022)

13th Street Corridor Plan
Existing Mobility Conditions

3.0 Safety
This chapter presents collision data for pedestrians, bicyclists, and drivers for the five-year period from January 1, 2019 through December 31, 2023. Data was obtained from SANDAG’s Regional Vision Zero collision database which draws from the Statewide Integrated Traffic Records System (SWITRS), as collected and maintained by the California Highway Patrol. A total of 31 collisions were reported within the study area during the five-year period.

Table 3.1 summarizes the primary collision factor and collision type. Automobile right-of-way violations were the leading collision factor or cause, followed by unsafe speeds. Broadside collisions were the leading crash type for all collisions and those resulting from automobile rightof-way violations. Rear end collisions were the second most frequently reported crash type.

Table 3.1 - Collisions by Primary Collision Factor and Crash Type Broadside Head-On Hit
Object Other Rear End Sideswipe Pedestrian Total
Automobile Right-Of-Way 6 - - - - 1 - 7
Unsafe Speed - - 1 - 3 - - 4
Pedestrian Violation - - - 1 - - 2 3
Other Improper Driving - 1 - 1 1 - - 3
Under Influence 1 - - - 1 1 - 3
Following Too Closely - - - - 3 - - 3
Improper Turning 2 - - - - - - 2
Unknown/Not Stated 1 - - - 1 - - 2
Improper Passing - - - - - 1 - 1
Brakes - - - 1 - - - 1
Wrong Side Of Road - - - - - 1 - 1
Traffic Signals And Signs - - - - - 1 - 1
Total 10 1 1 3 9 5 2 31
Source: CR Associates (2025), SANDAG (2024)
Pedestrian
Pedestrian collisions are shown in Figure 3.1, consisting of three reported collisions on 13th Street.

Two of the records resulted in severe injuries: one collision at Palm Avenue and another just south of Imperial Beach Boulevard. All three collisions were due to pedestrian violations. The two collisions near Imperial Beach Boulevard occurred when it was dark, however, streetlights are present and were reported as working. The collision at the intersection with Palm Avenue occurred during daylight conditions.

When combining collisions within the study area and those just outside, a concentration of five pedestrian collisions is exhibited near the intersection with Imperial Beach Boulevard, where there are several commercial businesses and Central Elementary School nearby. The records potentially reflect relatively higher pedestrian activity in this area which may warrant additional safety considerations.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 3.1 - Pedestrian Involved Collisions (2019 – 2023) Source: CR Associates (2025), SANDAG (2024)

13th Street Corridor Plan
Existing Mobility Conditions

The corridor is lined with small parcels, most of which have curb cuts for driveway access. These serve as potential points of conflict for drivers with pedestrians and/or bicyclists. Reducing driveway frequencies could contribute to improved safety and comfort for active transportation users.

Bicycle
Figure 3.2 displays bicycle involved collisions, with two reported along 13th Street. Both bicycle collisions occurred at the intersection with Palm Avenue, resulting in minor injuries. The bicyclist was reported as at fault for both collisions. In one record, a bicyclist travelling eastbound collided with a stopped bus due to brake issues. The other collision was due to a northbound bicyclist violating the right of way of a right-turning vehicle.

Vehicle
Figure 3.3 displays the 26 vehicle-only collisions reported within the study area. All but one of the vehicle collisions were reported within intersections or less than 100’ from the intersection, with the exception being a collision approximately 200’ south of Imperial Beach Boulevard. Thirteen collisions resulted in minor injuries and 13 resulted in property damage only. The greatest collision concentration was reported at the intersection with Palm Avenue with seven collisions due to a variety of causes (e.g., following too closely, unsafe speeds, traffic signal violations, driving under the influence, improper driving).

13th Street Corridor Plan
Existing Mobility Conditions

Figure 3.2 - Bicycle Involved Collisions (2019 – 2023)
Source: CR Associates (2025), SANDAG (2024)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 3.3 - Vehicle Collisions (2019 – 2023)
Source: CR Associates (2025), SANDAG (2024)

13th Street Corridor Plan
Existing Mobility Conditions

4.0 Quality
This chapter describes the quality of the environment from the pedestrian, bicyclist, and transit user perspective. The chapter concludes with an assessment of where conditions are most supportive of multimodal trips. Vehicular operations were not evaluated due to the low traffic volumes and multimodal focus of the corridor, as designated by the adopted Mobility Element.

Pedestrian
A Pedestrian Environment Score (PES) methodology was used to assess the quality of segments and street crossings from the pedestrian perspective. For segments, this approach considers the presence and width of sidewalks, obstructions, posted speed limit, number of travel lanes, lighting, separation from traffic, presence of traffic calming treatments, and tree canopy. Intersection evaluation variables include traffic control, crossing length, curb ramp presence, sight distance (intersection daylighting), and additional crossing features such as turn restrictions, curb extensions, high visibility crosswalk presence, and operational enhancements at signals.

Figure 4.1 depicts the PES results for 13th Street segments, all intersections legs where pedestrians can legally cross (marked and unmarked), and the first block of each intersecting roadway. All but two of the 13th Street segments evaluated exhibit medium and high conditions, largely due to the low posted speeds (25 – 30 miles per hour) and single travel lane in each direction. The low score for the segment along the west side of 13th Street between Hemlock Avenue and Iris Avenue, was due to the additional travel lane in the southbound direction, while the low score for the southernmost segment along the east side of 13th Street was due to a lack of separation from the vehicular travel lane.

A total of 50 intersection crossing legs were evaluated, with 22 legs exhibiting conditions associated with high scores, 14 medium, 10 low, and 4 very low. Very low scores were typically due to unmarked crosswalks, with uncontrolled approaches and missing truncated domes on one or both curb ramps (Holly Avenue and Elm Avenue).

Bicycle
The quality of the roadway network was assessed using the bicycle Level of Traffic Stress (LTS) methodology for characterizing cycling environments, as developed by Mekuria, et al. (2012) of the Mineta Transportation Institute and reported in Low-Stress Bicycling and Network Connectivity.

LTS classifies the street network into categories according to the level of stress it causes cyclists, taking into consideration a cyclist’s physical separation from vehicular traffic, vehicular traffic speeds along the roadway segment, number of travel lanes, and factors related to intersection approaches with dedicated right-turn lanes and unsignalized crossings. LTS scores range from 1 (lowest stress) to 4 (highest stress) and correspond to roadways that different populations may find suitable for riding on, considering their stress tolerance.

Figure 4.2 illustrates the entirety of the corridor exhibits low stress conditions (LTS 1-2) that most people would be comfortable bicycling within. Similar to the PES evaluation, the scoring is a result of the low posted speeds (25 – 30 miles per hour), single travel lane in each direction, and absence of right-turn only lanes at intersections which typically result in drivers crossing over the bike lane.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 4.1 - Pedestrian Environment Score
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 4.2 - Bicycle Level of Traffic Stress
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Transit
Transit quality was evaluated for each transit stop in terms of the quality of the pedestrian and bicycle environment within ¼-mile. A ratio was developed by taking the distance of quality segments (high scoring PES segments or high scoring LTS segments) within a ¼-mile of each transit stop and dividing it by the area of ¼-mile crow flies buffer from the transit stop. A higher ratio represents greater access via high quality facilities.

Figure 4.3 depicts the quality walking ratio results, while Figure 4.4 displays the quality biking ratio results. The transit stops with the highest walking ratio include at Grove Avenue (northbound), both stops at Holly Avenue, Fern Avenue (northbound), and Rapid 221 at Imperial Beach Boulevard (westbound).

The highest scoring biking ratios were fairly consistent with the walking ratio results, including stops at Holly Avenue (north and southbound), Grove Avenue (northbound), and Fern Avenue (northbound). Maximizing the quality of facilities people use to access transit can help contribute to a safer and more comfortable first-/last-mile journey.

Multimodal
Transportation amenities are features generally intended to enhance user comfort and convenience. Examples include, but are not limited to, bus shelters, benches, bike parking, wayfinding, and micromobility devices and parking (such as e-scooters). An assessment was performed to determine locations within the study area that exhibit characteristics with the greatest potential for trips via walking, bicycling, or transit, which may also benefit the most from additional investments in transportation amenities.

Housing, employment, visitor-attracting businesses (retail, restaurants, services, etc.), civic resources (schools and parks), transit ridership and low-bicycling stress connectivity was measured at each intersection within the study area to determine which nodes have the highest use potential for transportation amenities. The quantity of these variables, except for transit ridership, were summarized within a half-mile network distance of each intersection. Table 4.1 shows the summary of each variable by intersection. Transit ridership reflects the average daily boardings and alightings at bus stops clustered around each intersection. Intersections with no bus stops have no transit ridership in the table.

The quantities were sorted for all variables, except for Parks and Schools, into five categories based on natural breaks. The highest quantity category received four points, the next highest quantity category received three points, and so forth down to the lowest quantity category, which received zero points. The points for Parks and Schools was determined by multiplying the quantities by two considering the relatively greater volumes of people walking and/or bicycling these uses tend to attract. There were only three schools and one park within the study area and no intersection was within a half-mile of more than two of these land uses. Factoring by two enabled the scoring for this variable to be consistent on a zero to four scale with the other variables. Table

4.2 and Figure 4.5 depict the results for each intersection. As shown, the Imperial Beach Boulevard and Palm Avenue intersections scored the highest with 18 points.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 4.3 - Quality Walking Ratio from Transit Stops
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 4.4 - Quality Biking Ratio from Transit Stops
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Table 4.1 - Multimodal Trip Amenity Potential Input Values Intersection Housing
Units Employment
TripAttracting
Businesses
Transit
Ridership
Parks and
Schools
Low-Stress
Bicycling
Mileage
Cypress Ave 1,529 329 18 0 2 5.1
Calla Ave 1,909 680 22 0 2 6.2
Palm Ave 2,412 762 32 168 2 7.5
Donax Ave 2,576 750 32 0 2 8.9
Elm Ave 2,695 692 22 0 1 9.7
Elder Ave 2,831 545 15 0 1 10.5
Ebony Ave 3,148 402 10 0 2 10.5
Imperial Beach Bl 3,189 320 8 330 2 10.3
Fern Ave 3,223 360 8 26 2 9.9
Grove Ave 2,489 344 8 29 2 8.9
Holly Ave 2,439 277 6 115 2 7.9
Hemlock Ave 2,219 167 5 0 1 6.9
Iris Ave 2,054 154 5 111 1 6
Source: CR Associates (2025), SANDAG (2025), MTS (2023) Table 4.2 - Multimodal Trip Amenity Potential Scores
Intersection Housing
Units Employment
TripAttracting
Businesses
Transit
Ridership
Parks and
Schools
Low-Stress
Bicycling
Mileage
Total Points
Cypress Ave 0 1 3 0 4 0 8
Calla Ave 1 4 3 0 4 0 12
Palm Ave 2 4 4 3 4 1 18
Donax Ave 2 4 4 0 4 2 16
Elm Ave 3 4 3 0 2 3 15
Elder Ave 3 3 2 0 2 4 14
Ebony Ave 4 2 1 0 4 4 15
Imperial Beach Bl 4 1 1 4 4 4 18
Fern Ave 4 2 1 1 4 3 15
Grove Ave 2 2 1 1 4 2 12
Holly Ave 2 1 0 2 4 1 10
Hemlock Ave 1 0 0 0 2 1 4
Iris Ave 1 0 0 2 2 0 5
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 4.5 - Multimodal Trip Amenity Potential
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

5.0 Key Findings
The key mobility findings are summarized in Figure 5.1. Recent improvements to 13th Street as part of the Border to Bayshore Bikeway project provided great benefits for all modes through shortened crossing distances and improved crosswalks, improved bike lanes, and increased on-street parking. Additional improvements, including separated bicycle facilities and pedestrian crossing enhancements, are being designed along Palm Avenue, which is a major commercial corridor intersecting with 13th Street.

The study area street network, and Imperial Beach as a whole, exhibit a strong grid pattern which facilitates ease of navigation, maximizes connectivity, and helps minimize travel distances. These characteristics, along with low posted speed limits (25 – 30 miles per hour) and relatively narrow roadway widths and few travel lanes, contribute to an environment that helps make travel via walking, bicycling, and/or transit a potentially feasible and comfortable option.

The recent and ongoing improvements, and supportive environment can be capitalized upon to further improve access, mobility, and safety for all travel modes. Deficiencies to consider addressing include ensuring all curb ramps are retrofitted with truncated domes to help provide universal access and targeting low PES scoring sidewalks and crossing locations for additional improvements. The frequent curb cuts for driveways along the corridor serve as potential points of conflict for drivers with pedestrians and/or bicyclists. Reducing driveway frequencies through parcel consolidation or site redevelopment could contribute to improved safety and comfort for active transportation users, however, site access for residents, patrons, visitors, and emergency vehicles must be considered.

The intersection of 13th Street and Imperial Beach Boulevard and surrounding area may benefit from an additional pedestrian focus due to the concentration of pedestrian collisions, retail and elementary school proximity, and high ridership transit stops. Improving the pedestrian signal heads at the intersection with Palm Avenue to include countdown indicators could improve pedestrian safety by informing people how much time remains to safely cross the six-lane roadway. The seven intersections at and between Palm Avenue and Fern Avenue may warrant further considerations for investment, as these areas were identified as having relatively high potential for multimodal trips and could benefit from amenities.

Discussions with community members, business representatives, agency staff, and other stakeholders will supplement the findings from this technical analysis and help inform the direction and approach to mobility recommendation development. Any recommendations will also be made to complement potential land use changes and urban design enhancements.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 5.1 - Mobility Issues and Opportunities
Source: CR Associates (2025)

555 W. BEECH STREET, SUITE 460  SAN DIEGO, CALIFORNIA 92101  PHONE 619.718.9500 25023kal WWW.KEYSERMARSTON.COM 11221.002.002
ADVISORS IN:

REAL ESTATE

AFFORDABLE HOUSING

ECONOMIC DEVELOPMENT

BERKELEY
DEBBIE M. KERN

DAVID DOEZEMA

LOS ANGELES
KATHLEEN H. HEAD
KEVIN E. ENGSTROM
JULIE L. ROMEY

TIM BRETZ

SAN DIEGO
PAUL C. MARRA
LINNIE A. GAVINO

EMERITUS
A. JERRY KEYSER
TIMOTHY C. KELLY

MEMORANDUM
To: Diego Velasco, AICP, Principal
Citythinkers
From: KEYSER MARSTON ASSOCIATES, INC.

Date: August 7, 2025
Subject: City of Imperial Beach – 13th Street Corridor Improvement Plan Market Assessment
I. INTRODUCTION
The City of Imperial Beach (City) is seeking to transform and revitalize the 13th Street corridor landscape, which extends from Cypress Avenue at the north and the Naval Outlying Landing Field (NOLF) to the south (Corridor). The Corridor can be characterized by older commercial strip centers, multi-family apartments, and aging infrastructure. The City has engaged Citythinkers to develop a plan that includes policies and design criteria to reduce vehicle miles traveled (VMT), increase housing opportunities, improve pedestrian access to public transit, and create a more vibrant Corridor. To support the 13th Street Corridor Improvement Plan (Plan), the City has requested that Keyser Marston Associates, Inc. (KMA) prepare a market assessment. The KMA market assessment focuses on residential, retail, and mixed-use development in the Corridor.

In completing this market assessment for the Corridor, KMA undertook the following principal work tasks:
(a) Compiled relevant demographic factors and residential trends (b) Reviewed existing inventory and publicly available information on development projects in the pipeline
(c) Identified key assets and constraints affecting development of residential and/or mixed-use product type (retail, restaurant, and/or services) in the City and Corridor (d) Prepared an assessment of market demand for residential and retail development in the Corridor
ATTACHMENT 3A

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 2 25023kal
11221.002.002
This report is organized as follows:
• Section II presents an executive summary of key findings from the market assessment. • Section III provides an overview of the Corridor, current demographic factors, and Corridor amenities.
• Section IV presents an overview of residential market trends for for-sale (ownership) and rental housing.
• Section V presents market demand projections through 2035 for residential development within the Corridor.
• Section VI presents an overview of retail market trends. • Section VII presents market demand projections through 2035 for retail development within the Corridor.
• Section VIII details limiting conditions pertaining to this Report.

II. EXECUTIVE SUMMARY
This section presents a summary of the key findings from the KMA market assessment. Table II-1 presents assets and constraints for new residential, retail, and/or mixed-use development in the City and Corridor.

Table II-1: Summary of Assets and Constraints Affecting Residential, Retail, and Mixed-Use Development in the City and Corridor
Assets Constraints
• The South Bay1 is considered the most
affordable area of the County for ownership
housing. For-sale housing in the City of Imperial
Beach is among one of the highest median
home priced markets when compared to other
South Bay cities/communities.
• There is a relatively limited supply of development
sites in the Corridor, as the Corridor is largely built out.
• Land assembly may be required to create
appropriately sized and configured development
sites. This may require cooperation from multiple
property owners.
1 Defined as the cities of Imperial Beach, Chula Vista, and National City and the communities of Bonita, Nestor, Paradise Hills, and San Ysidro in the City of San Diego.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 3 25023kal
11221.002.002
Table II-1: Summary of Assets and Constraints Affecting Residential, Retail, and Mixed-Use Development in the City and Corridor
Assets Constraints
• Imperial Beach is relatively affordable in terms
of beach living when compared to other coastal
cities/communities in the region.
• Rental apartment capitalization (cap) rates are
low indicating strong investor demand and
confidence in the multi-family market.
• Retail space in the City appears to be thriving as
evidenced by high lease rates and low vacancy
rates.
• The City has the potential to recapture retail
sales leakage through development of
neighborhood retail and eating/drinking
establishments.
• The City is poised to attract and capture
economic benefits from regional visitors of the
Chula Vista Bayfront, which may include online
marketing.
• Beach cleanup efforts to remove debris and
contaminated runoff, enhance the quality of life
of the City’s residents and visitors.
• Existing older strip centers present challenges in site reconfiguration, and may require additional
development costs related to demolition, retrofitting,
and/or adaptive reuse.
• The rising cost of upgrading infrastructure and public facilities, including roads, water, sewer, and sidewalks, will add extraordinary financial burdens to new
residential development in the Corridor. These
upgrades are often required to support new
development.
• The ongoing flow of raw sewage and wastewater from
Tijuana Mexico, into the Tijuana River has
contaminated the water off the Imperial Beach coast
and is considered a public health hazard.
• Vacancy rates, defined as the percentage of available rental apartments that are unoccupied and available
for rent, have been increasing over the past year.
• Apartment lease rates, defined as the rent charged on a per unit or per SF basis, remain stagnant or are
slowly declining in select areas due to an
oversaturated rental market.
• The Corridor lacks an identity and wayfinding signage that supports local business and attracts visitors to
the area.
• Rising insurance premiums, high interest rates, and
limited availability of labor may deter developers and
investors.
• Demand for building materials is high, while supply is limited due to global shortages and disruptions.

Newly imposed tariffs on building materials may also
significantly increase construction costs.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 4 25023kal
11221.002.002
KMA projects that the City can support a diverse range of ownership and rental housing product types.

There is an opportunity to concentrate medium density multi-family development, including for-sale townhomes and stacked flat (for-sale or rental) configurations in the Corridor. Table II-2 presents the KMA estimates of residential demand through 2035.

Table II-2: Summary of KMA Estimate of Residential Demand thru 2035 Low Estimate High Estimate
City of Imperial Beach 451 Units or 45 Units/Year 755 Units or 76 Units/Year 13th Street Corridor 56 Units or 6 Units/Year 113 Units or 11 Units/Year As shown in Table II-3, KMA believes that market demand for market-rate for-sale housing in the City and Corridor will be strong in the near- to long-term. However, high density (stacked flat) for-sale housing with structured parking may be challenging in the near- and mid-term. There is limited market and developer interest with stacked flat condominium developments in the South Bay, primarily due to concerns over potential construction defect litigation. Stacked flat typologies are particularly prone to more construction defect claims due to the increased complexity involved in their construction.

Table II-3: Market Demand for For-Sale Housing
Residential Typologies
Near-Term
(0 to 5 Years)
Mid-Term
(5 to 10 Years)
Long-Term
(10+ Years)
Attached Townhomes with Attached
Garages
Strong Strong Strong
Stacked Flat with Podium Parking
Weak Weak Moderate
Table II-4 presents KMA’s estimate of market support for market-rate rental residential development in the City and Corridor. As shown, KMA anticipates market support for rental residential to be weak to strong in the near-term. Over the mid- to long-term, market support for garden apartments and stacked

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 5 25023kal
11221.002.002
flats over tuck under parking are projected to be strong; while market demand for stacked flat apartments with podium parking is projected to be moderate.

Table II-4: Market Demand for Rental Housing
Residential Typologies
Near-Term
(0 to 5 Years)
Mid-Term
(5 to 10 Years)
Long-Term
(10+ Years)
Garden Apartments with Surface Parking
and Attached Garages
Strong Strong Strong
Stacked Flat with Surface and Tuck-Under
Parking
Moderate Strong Strong
Stacked Flat with Podium Parking
Weak Weak Moderate
KMA formulated low/high 10-year retail space demand projections for the City and Corridor. As shown in Table II-5, it is projected that the City can recapture between 64,000 square feet (SF) to 123,000 SF between 2025 and 2035. Of this amount, KMA estimates that the Corridor is projected to capture 15% or between 10,000 SF and 18,000 SF of the projected demand through 2035.

Table II-5: Summary of KMA Estimate of Retail Demand Supported by Recapture thru 2035 Low Estimate High Estimate
City of Imperial Beach 64,000 SF or 6,400 SF/Year 123,000 SF or 12,300/SF Year 13th Street Corridor 10,000 SF or 1,000 SF/Year 18,000 SF or 1,800 SF/Year

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 6 25023kal
11221.002.002
III. OVERVIEW OF CORRIDOR
A. Description and Environs
According to the U.S. Census Bureau, the City of
Imperial Beach is approximately 4.2 square miles
and contains 2,700 acres of land. The City is
bordered by natural amenities including the Pacific
Ocean as the western border, the San Diego
Bay/Otay River as the northern border, the Tijuana
River Estuary as the southern border, and the City
of San Diego to the east. U.S. military forces are
prominent in the area, with the Navy’s Naval
Outlying Landing Field (NOLF) Imperial Beach
located directly south of the Corridor within the
City limits. Along the coast, north of the City
boundary is also the Silver Strand Training Complex,
a training facility for the U.S. Special Operations
Forces.

The Corridor is approximately one mile from
Interstate 5 (I-5), which provides connectivity to
other areas of the region. State Route 75
(SR75)/Palm Avenue also travels east-west from the
City of San Diego through the City before moving
north to the City of Coronado. Exhibit III-1 presents
a map of the Corridor boundary.

The Corridor runs in a north-south direction and is
located along the eastern area of the City. The
Corridor contains 219 acres of land, approximately
700 physical addresses, and is considered one (1) of
the City’s three (3) commercial corridors. There are
several neighborhood shopping centers that serve
the daily needs of residents. Commercial uses
include small-scale markets, personal and business
services, automotive supplies/service, and casual/fast casual restaurants. The Corridor also contains an educational use, specifically an elementary school, which serves the surrounding residential areas.

Exhibit III-1: 13th Street Corridor Boundary
Source: Citythinkers, March 2025

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 7 25023kal
11221.002.002
Bikeway Village, located near the Bayshore Bikeway and west of 13th Street, represents a significant investment by the City in active mobility and placemaking within the Corridor. The project repurposed a former warehouse site into a community-oriented hub that promotes both recreational and commuter cycling. With amenities such as a café, bike shop, and rest areas, Bikeway Village enhances connectivity and encourages multi-modal travel along the Bayshore Bikeway. Accordingly, Bikeway Village strengthens connections between the City and the region.

According to parcel level data from San Diego Geographic Information Source (SanGIS)/San Diego Association of Governments (SANDAG) Regional GIS Data Warehouse , there are 1,447 residential units within the boundary of the Corridor. Residential development in the Corridor primarily consists of multi-family units, both for-sale (ownership housing) and rental housing. The SanGIS data identifies 96 single-family homes in the Corridor, or less than 7% of the Corridor’s total residential unit inventory. Under current zoning, residential densities range between 14 units to 43 units per acre. Many of the multi-family developments in the Corridor are comprised of two- and three-stories, in a garden-style walk up configuration, with either attached garages, tuck-under, and/or surface parking.

Central Elementary School is also located on 13th Street between Elder and Ebony Avenues. In May 2025, the South Bay Union Board of Directors voted to close the Central Elementary School after the end of the 2025-26 school year. The decision was a result of declining enrollment and deferred maintenance. It is currently unknown as to how the 5.9-acre school property will be redeveloped in the future.

B. Demographic Overview
This section provides a comparative evaluation of demographic factors for the Corridor relative to the City and County of San Diego (County) as a whole. A demographic overview is presented in Table III-1.

According to Esri Business Analyst Online, there is a population of 3,246 residents within 1,140 households in the Corridor. Households in the Corridor are larger in size (2.85 persons per household) when compared to the City and County. The median age in the Corridor is lower than that of the City and County, indicating that households may be comprised of young families with children or multigenerational living.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 8 25023kal
11221.002.002
Table III-1: Demographic Overview, 2024
13th Street
Corridor
City of Imperial
Beach
County of
San Diego
Population 3,246 25,480 3,299,130
Households 1,140 9,295 1,176,566
Average Household Size 2.85 2.74 2.71
Median Age 33.2 35.9 37.9
Source: Esri Business Analyst Online, 2024 estimates.

C. Income
Table III-2 compares the median household and per capita incomes of the Corridor as compared to the City and County. As shown below, household and per capita income within the Corridor are lower than City, and County. With respect to median household income, the Corridor is 38% lower than the County.

Table III-2: Income Comparison, 2024
13th Street
Corridor
City of Imperial
Beach
County of
San Diego
Median Household Income $64,741 $77,945 $104,597
Average Household Income $79,955 $99,563 $143,328
Per Capita Income $26,804 $36,323 $51,493
Source: Esri Business Analyst Online, 2024 estimates.

D. Housing Occupancy
As shown in Table III-3, the Corridor contains a higher share of renter-occupied units than the City and County. Renter-occupied units in the Corridor account for 77% of the total occupied units in the Corridor. The share of renter-occupied units declines to approximately 63% at the Citywide level and further declines to approximately 44% Countywide. Conversely, the share of owner-occupied units in the Corridor is lower than the City and County. However, the Corridor has a lower share of vacant units than the City and County, demonstrating high demand for rental housing in the Corridor.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 9 25023kal
11221.002.002
Table III-3: Occupancy Status, 2024
13th Street
Corridor
City of Imperial
Beach
County of
San Diego
Percent of Occupied Units
Owner-Occupied 19.1% 29.8% 50.4%
Renter-Occupied 77.2% 62.8% 43.5%
Total Occupied Units 96.3% 92.7% 93.9%
Percent of Vacant Units 3.7% 7.3% 6.1%
Source: Esri Business Analyst Online, 2024 estimates.

E. Public Transit and Corridor Amenities
The City consists of approximately four (4) square miles; therefore, access to retail shops, pharmacies, services, schools, parks, and other municipal services are easily accessible and considered to be within close proximity of the Corridor.

The City contains two (2) grocery stores -- Grocery Outlet at 881 Palm Avenue and La Posta Market at 1260 Imperial Beach Blvd. Residents may also travel outside of the City limits to shop for groceries at neighboring Vons or Walmart in the City of San Diego -- both stores are located less than one-mile from the Corridor. Medical facilities appear to be limited in the City. KMA only identified one (1) urgent care facility within a half mile from the corner of 13th Street and Palm Avenue, east of the Corridor in the San Diego City limits. Residents in the City also have access to San Ysidro Health, which provides Women, Infants, and Children (WIC) services.

With respect to public transit, the Corridor is served by San Diego Metropolitan Transit System (MTS) Rapid 227 and Route 901 bus service, which provide direct connections to the Iris Avenue and Otay Mesa Transit Centers. The Iris Avenue Transit Center is a connector station for the San Diego Trolley’s UC San Diego (UCSD) Blue Line. The UCSD Blue Line is one of five MTS Trolley lines in the system and provides rider connection for a total of 26.3 miles. The UCSD Blue Line extends from the University City neighborhood (UTC Transit Center) to San Ysidro (San Ysidro Transit Center) near the U.S.-Mexico border. The Palm Avenue Transit Center, in the City of San Diego, is approximately 1.5 miles from the intersection of 13th Street and Palm Avenue. The Palm Avenue Transit Center is located north of the San Ysidro Transit Center and is also served by the UCSD Blue Line.

The presence of these public transit and neighborhood amenities, or lack thereof, can be factors influencing demand for new residential development. Furthermore, a neighborhood with good amenities can attract businesses and create a more economically viable area.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 10 25023kal
11221.002.002
IV. RESIDENTIAL MARKET OVERVIEW
A. Residential Zoned Land Sales Values
Utilizing CoStar Group, Inc. (CoStar), an industry leader in commercial real estate information, KMA conducted a survey of residential land sales from 2021 through March 2025 within a 5-mile radius of the Corridor. This radius encompasses several South Bay communities, including Imperial Beach, San Ysidro, and Chula Vista. KMA did not identify any residential land sales in the City during this time period. It is conceivable that since the City is largely built out, land sales are scarce. As shown in Table IV-1, land values within the surveyed area yield a median value of $58 per SF and an average of $50 per SF of land.

The KMA survey identified a total of seven (7) land sales, of which five (5) sales were located in the City of Chula Vista. These sales are located in western Chula Vista and generated a median sales price of $64 per SF land. Residential sales activity in Chula Vista represents the upper end of land values when compared to other South Bay communities. While new development has been primarily concentrated in eastern Chula Vista over the past four decades, western Chula Vista is experiencing a significant interest from the development community, as evidenced by an increase in the number of new residential building permits being issued by the City. The activities occurring along the Chula Vista Bayfront, specifically the new 1,600-room luxury Gaylord Pacific Resort and Convention Center, are proving to attract new residential development.

There was one (1) residential land sale within approximately 0.60 miles from the Corridor at 920 Saturn Boulevard in the City of San Diego. While it is unknown how many units will be built on the property, it is KMA’s understanding that the property received approval for an increase in density under the Otay Mesa Nestor Community Plan. The amendment increased the development capacity of the property from seven (7) units to a range of 39 to 59 units. A concentration of multi-family land sales in the surveyed areas indicates strong demand for higher density multi-family product types in the South Bay.

Table IV-1: Survey of Residential Land Sales, 2021 to March 2025 (1) Number of
Land Sales Minimum Maximum Median Average
7 Sales $9/SF Land $70/SF Land $58/SF Land $50/SF Land
(1) Source: CoStar Group, Inc. Reflects land sales with less than 5 acres within a 5-mile radius from the mid-point of the Corridor.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 11 25023kal
11221.002.002
B. Rental Market Factors
KMA surveyed market-rate apartment building sales within the City from 2022 through March 2025. As shown in Table IV-2, apartment buildings sold at a median price of $325,000 per unit and an average price of $327,600 per unit. There were a total of 17 apartment building sales that ranged between $229,000 and $463,000 per unit. Based on the KMA survey, apartment buildings in the City have an average year built of 1974 and contain an average of 14 residential units. During this time period, capitalization rates (cap rate) in the City averaged 4.0%, which generally indicates strong investor demand and confidence in the multi-family market. Cap rates are used as a common metric in real estate to estimate the potential return on investment of a residential property. When cap rates are high, an investor will yield a higher return on investment but take on more risk. Conversely, when cap rates are low, investors may yield a lower return but take on less risk.

Table IV-2: Survey of Apartment Building Sales, 2022 to March 2025 (1) Number of
Apartment
Building Sales Minimum Maximum Median Average
17 Sales $229,100/Unit $462,500/Unit $325,000/Unit $327,600/Unit (1) Source: CoStar Group, Inc. Reflects apartment building sales within the City of Imperial Beach.

KMA also conducted a survey of existing market-rate apartment buildings in the City. According to CoStar, there is currently an inventory of 265 apartment buildings with 3,204 units in the City.

Apartment rents over the past year have been stagnant and are beginning to slowly decline due to an oversaturated rental market. A healthy vacancy rate in the apartment industry averages 5.0%. During 2015 to 2022, the City experienced vacancy rates below 5.0%, indicating a strong demand for rental housing. However, in recent years vacancy rates have begun to increase slightly, with current vacancy rates as of first quarter 2025 at 5.4%. Table IV-3 presents the apartment building2 trends in the City since 2015. 2 Survey reflects apartment buildings with more than 5 units in the City of Imperial Beach. Therefore, units in duplex, triplex, and fourplex structures are excluded from the survey.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 12 25023kal
11221.002.002
Table IV-3: Apartment Building Trends, Citywide (1)
Year
Building
Inventory
Total
Units
Average
Unit
Size (SF)
Effective
Rent Per
Unit(2)
Effective
Rent Per
SF (2)
% Change
from Prior
Year
Vacancy
Percent
2025 YTD(3) 265 3,204 785 $1,857 $2.43 1.2% 5.4%
2024 264 3,198 782 $1,854 $2.43 2.0% 5.4%
2023 264 3,198 782 $1,818 $2.38 4.0% 5.2%
2022 264 3,198 782 $1,748 $2.29 1.9% 3.9%
2021 263 3,190 782 $1,716 $2.25 7.8% 2.8%
2020 263 3,190 782 $1,591 $2.08 4.0% 3.9%
2019 263 3,190 782 $1,531 $1.99 3.7% 5.0%
2018 263 3,190 782 $1,476 $1.92 2.6% 4.5%
2017 263 3,190 782 $1,439 $1.87 2.8% 4.7%
2016 263 3,190 782 $1,399 $1.82 5.2% 4.4%
2015 263 3,190 782 $1,330 $1.73 7.0% 3.9%
(1) Source: CoStar Group, Inc. Reflects apartment buildings with more than 5 units in the City of Imperial Beach. (2) Reflects effective rent defined as the actual rental rate achieved by the landlord after deducting the value of concessions from the base rental rates that are paid or given to the tenant. (3) As of April 2025.

The most recent (2025) multi-family rental development constructed in the City is located at 801 Seacoast Drive (Seacoast Project). The Seacoast Project contains six (6) units, 2,900 SF of retail space, and has been marketed as coastal luxury living. The two-story Seacoast Project was developed using Type V (wood frame) construction at 18 units per acre. The rental units average 1,758 SF in size and, according to CoStar, have a current asking lease rate of $5,259 per month, or $3.00 per SF of living area.

C. For-Sale (Ownership) Market Factors
KMA analyzed for-sale housing trends for sales of single-family homes and townhomes/condominiums in the South Bay. As shown in Table IV-4, the median sales price for single-family units in 2024 ranged from $725,000 to $1,300,000. In 2024, the City of Imperial Beach yielded the 5th highest median home sales price when compared to the other surveyed South Bay zip codes. The zip codes generating higher single-family home prices are located in eastern Chula Vista and Bonita, an upscale community in unincorporated San Diego County.

Table IV-4: Single-Family Home Sales by Zip Code – South Bay, 2024 (1) Type
Year to Date (2)
Median Sales Price Closed Sales
Chula Vista NE (91914) $1,300,000 98
Bonita (91902) $1,245,750 98

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 13 25023kal
11221.002.002
Table IV-4: Single-Family Home Sales by Zip Code – South Bay, 2024 (1) Type
Year to Date (2)
Median Sales Price Closed Sales
Chula Vista SE (91915) $970,500 121
Chula Vista Eastlake (91913) $970,000 215
Imperial Beach (91932) $895,000 103
Chula Vista N (91910) $880,000 186
Chula Vista S (91911) $815,000 206
Nestor, Otay Mesa (92154) $797,000 224
San Ysidro (92173) $792,500 22
Paradise Hills (92139) $765,000 105
National City (91950) $725,000 83
(1) Source: Greater San Diego Association of Realtors.
(2) Reflects January 2024 through December 2024 time period.

Table IV-5 presents the median sales price for townhome/condominium units. In 2024, the median sales prices for South Bay zip codes ranged from $405,000 in San Ysidro to $757,500 in the City of Imperial Beach. The City ranks as the highest median sales price for townhome/condominium units when compared to other South Bay zip codes.

Table IV-5: Townhome/Condominium Sales by Zip Code – South Bay, 2024 (1) Type
Year to Date (2)
Median Sales Price Closed Sales
Imperial Beach (91932) $757,500 64
Chula Vista SE (91915) $700,000 152
Chula Vista NE (91914) $672,500 38
Chula Vista Eastlake (91913) $666,500 188
Nestor, Otay Mesa (92154) $625,000 159
Paradise Hills (92139) $590,000 71
Chula Vista N (91910) $568,000 111
Chula Vista S (91911) $550,000 97
Bonita (91902) $530,000 36
National City (91950) $520,000 33
San Ysidro (92173) $405,000 29
(1) Source: Greater San Diego Association of Realtors.
(2) Reflects January 2024 through December 2024 time period.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 14 25023kal
11221.002.002
In recent years, luxury townhomes have been newly
constructed or significantly rehabilitated (existing structures) throughout the City, particularly close to the ocean. According to active listings on realtor.com, these luxury townhomes have asking sales prices ranging between $1.2 and $1.7 million. KMA discussions with real estate professionals have indicated that the City attracts prospective buyers due to the coastal/beach atmosphere and the affordability of “beach living”.

D. Building Permit Activity
The City provided data on Citywide building permit activity from 2020 to the present. During this time, the City received a total of 152 building (residential and non-residential) permit applications. Two (2) applications were for non-residential purposes including a new 1,856-SF Del Taco restaurant and an 83- room Home 2 Suites by Hilton hotel. Table IV-6 presents a summary of the application status for the building permits submitted to the City. As shown, these applications proposed to add 223 units to the City’s housing inventory. KMA’s finds that of the 93 units with approved status, 64 of those units (or 69%) were for accessory dwelling units (ADUs) or junior ADUs (JADUs), either as new construction or garage conversions.

Table IV-6: Building Permit Applications by Status, 2020 to Present(1) Application Status Units % of Total
Approved (issued since January 2020) 93 42%
In Review 54 24%
Plan Review Complete (status pending) 33 15%
Submitted (2) 10 4%
Total 223 100%
(1) Source: City of Imperial Beach, April 2025. Excludes building permit applications with an “on hold” status.
(2) Reflects applications submitted in March and April 2025.

Table IV-7 presents an overview of building permit applications by residential product type. Fifty-seven percent (57%) of all building permit applications submitted to the City were to construct ADUs or JADUs.

Multi-family units accounted for 24% of the building permit applications, followed by single-family homes (15%), and townhomes/duplexes (4%).

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 15 25023kal
11221.002.002
Table IV-7: Building Permit Applications, 2020 to Present(1) Residential Product Type Units % of Total
ADU/JADU 126 57%
Multi-Family Units(2) 54 24%
Single-Family Homes 33 15%
Townhomes/Duplexes 10 4%
Total 223 100%
(1) Source: City of Imperial Beach, April 2025. Excludes building permit applications with an “on hold” status.
(2) For purposes of this survey, KMA defines multi-family units as having more than 2 units in a structure.

E. Proposed Projects
There are several residential and/or mixed use developments that are planned but not yet constructed throughout the City. Many of these proposed developments are replacing older existing single-family homes. As shown in Table IV-8, these planned developments will add 151 units to the City’s housing inventory. Sixty-two (62) units, or 41% of total units, are designated as affordable. The high percentage of affordable units is driven by the 100% affordable housing development proposed by Wakeland Housing Development Corporation at 455 Palm Avenue. The development will include 50 units affordable to seniors age 55+, with a preference for veterans and seniors who are formerly homeless or at-risk of being homeless. The development will incorporate a 13,000-SF neighborhood center that will provide support services to the senior residents. KMA notes that all of the proposed projects with 10 or more units include affordable units as a component of the development.

Table IV-8: Proposed Residential or Mixed-Use Projects(1) Location
Residential Units Commercial
Space
Residential
Total Affordable Density Project Status
236 Palm
Avenue
14 units 2 units
(14% of
Total)
2,212 SF 49.2
units/acre
Building permit
approved; pending
issuance
645 Florence
Street
10 units 1 unit
(10% of
Total)
842 SF 58.0
units/acre
Entitled; currently in
building plan check
981-983 Calla
Avenue
12 units 2 units
(17% of
Total)
777 SF 74.3
units/acre
Entitled; pending
issuance of building
permit

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 16 25023kal
11221.002.002
Table IV-8: Proposed Residential or Mixed-Use Projects(1) Location
Residential Units Commercial
Space
Residential
Total Affordable Density Project Status
455 Palm
Avenue
50 units 50 units
(100% of
Total)
13,000 SF (2) 53.2
units/acre
Entitled; pending
issuance of building
permit
745 13th Street 4 units(3) 0 units 0 SF 24.9
units/acre
Entitled; currently in
building plan check
1368 Holly Drive 46 units(4) 6 units
(13% of
Total)
0 SF 58.1
units/acre
Entitled; currently in
building plan check
1335 Imperial
Beach Boulevard
11 units 1 unit
(9% of
Total)
0 SF 78.6
units/acre
In discretionary review
with City Planning
209 Palm
Avenue
3 units(5) 0 units TBD 37.3
units/acre
In discretionary review
with City Planning
Total/Average 151 units 62 units 16,831 SF

54.7 units/acre ---
(1) Source: City of Imperial Beach, as of April 2025.
(2) Developer is proposing a neighborhood center that will provide services to the residents of the affordable senior housing development.
(3) All units are proposed as townhomes with attached garages. (4) Ten (10) of the units are proposed as ADUs.
(5) Includes one (1) ADU.

There are two (2) proposed residential developments in the Corridor, as follows:
• 745 13th Street – demolition of an existing single-family structure for construction of four (4) 3-story townhomes, each with an attached two-car garage
• 1335 Imperial Beach Boulevard – demolition of an existing multi-family structure for construction of 11 units, one (1) of which will be designated as affordable V. DEMAND FOR RESIDENTIAL DEVELOPMENT
According to the SANDAG Series 14 Regional Growth Forecast and Baseline Subregional Allocation, the City contains approximately 10,500 housing units. KMA relied upon the SANDAG regional growth projections through 2050 to estimate residential demand. It is estimated that there are currently 1,447 housing units in the Corridor, or approximately 14% of the City’s housing unit inventory. As shown in Table V-1, SANDAG estimates that the City will increase nominally at a 0.24% average annual growth rate from 2025 through 2035. The County is projected to increase at an annual growth rate of 0.91% over the same time period.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 17 25023kal
11221.002.002
Table V-1: Housing Units by Geography, 2025-2050 (1)
2025 2035 2050
Average Annual
Change
2025-2035
Average Annual
Change
2035-2050
City of Imperial Beach 10,506 10,765 11,027 0.24% 0.16% County of San Diego
City as % of County
1,288,207

0.82%
1,409,853

0.76%
1,471,286

0.75%

0.91% 0.28%
13th Street Corridor(2)
Corridor as % of City
1,477

13.77% --- --- --- ---
(1) Source: SANDAG Series 14 Regional Growth Forecast and Baseline Subregional Allocation. (2) Source: SanGIS/SANDAG Regional GIS Data Warehouse, 2023 data.

Table V-2 provides an overview of the potential growth in the County’s housing units. As shown, the County is expected to add 121,646 housing units from 2025 through 2035.

Table V-2: Projected Housing Inventory, County of San Diego (1) Estimate of Housing Units in 2025 1,288,207 Units
Projected Average Annual Growth Rate, 2025-2035 0.91%
Estimated Housing Units Through 2035 1,409,853 Units
County Potential Growth in Housing Units, 2025-2035 121,646 Units (1) Source: SANDAG Series 14 Regional Growth Forecast and Baseline Subregional Allocation.

KMA prepared independent estimates of residential demand for the City based on an assumed capture of projected Countywide housing growth through 2035. Using low/high capture assumptions of 0.50% to

0.75%, KMA projects residential demand for 608 to 912 units within the City through 2035. KMA then subtracted the current estimate of residential units from the City’s list of residential projects in planning (Table IV-8). After the adjustment, KMA projects residential demand for 451 to 755 units in the City through 2035.

KMA also prepared low/high capture assumptions for the Corridor. It is estimated that the Corridor contains a share of 13.8% of the City’s housing inventory. KMA assumed that the Corridor can capture a similar level of residential units and applied low/high capture rates of 12.5% and 15.0%. Based on these assumptions, KMA estimates that the Corridor can capture between 56 and 113 units. The KMA projections are summarized in Table V-3.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 18 25023kal
11221.002.002
Table V-3: Estimate of Residential Demand, City and 13th Street Corridor Low Estimate High Estimate
County Potential Growth in Housing Units, 2025-2035 121,646 Units(1) City of Imperial Beach
City Capture of County Potential Growth
City Potential Growth, 2025-2035
(Less) Residential Projects in Planning
Adjusted City Potential Growth, 2025-2035
Estimated Annual Growth per Year

0.50%
608 Units
(157 Units)
451 Units
45 Units/Year

0.75%
912 Units
(157 Units)
755 Units
76 Units/Year
13th Street Corridor
City Potential Growth, 2025-2035
Corridor Capture of City Potential Growth
Corridor Potential Growth, 2025-2035
Estimated Annual Growth per Year
451 Units

12.5%
56 Units
6 Units/Year
755 Units

15.0%
113 Units
11 Units/Year
(1) Source: SANDAG Series 14 Regional Growth Forecast and Baseline Subregional Allocation.

KMA identified potential market-rate residential development typologies that would be likely to occur within the City and Corridor within the near- to long-term. These typologies reflect our experience with comparable projects in the South Bay and similar communities elsewhere in the County. Based on a review of the factors impacting residential development, potential residential development typologies, and current market conditions, KMA projected market support for each of the residential development typologies. This market demand is evaluated in the near term (0 to 5 years), mid-term (5 to 10 years), and long-term (10 or more years). In addition, the following metrics were used as part of this evaluation:
“strong,” meaning highly likely to occur; “moderate,” meaning likely to occur; and “weak,” meaning unlikely to occur. The factors that KMA relied on in determining “strong,” “moderate,” and “weak” market demand for the near-, mid-, and long-term include evaluations of demographic trends; availability of neighborhood amenities, public facilities and infrastructure, and transit services; residential market factors, such as land and building values and rents; and the amount and type of recent and proposed development activity. Increases/decreases in market demand can be anticipated as changes occur with respect to one or more of these factors.

As shown in Table V-4, KMA believes that market demand for for-sale housing will be strong in the nearto long-term. However, high density (stacked flat) for-sale housing with structured parking may be challenging in the near- and mid-term. KMA anticipates market support for rental residential be weak to strong in the near-term. Over the mid- to long-term, market support for garden apartments and stacked flats over tuck under parking are projected to be strong; while market demand for stacked flat apartments with podium parking is projected to be moderate.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 19 25023kal
11221.002.002
Table V-4: Market Demand for Residential Typologies (1) Near-Term
(0 to 5 Years)
Mid-Term
(5 to 10 Years)
Long-Term
(10+ Years)

FOR-SALE HOUSING
A
Attached Townhomes with
Attached Garages
Strong Strong Strong
B
Stacked Flat with Podium
Parking
Weak Weak Moderate

RENTAL HOUSING
C
Garden Apartments with Surface
Parking and Attached Garages
Strong Strong Strong
D
Stacked Flat with Surface and
Tuck-Under Parking
Moderate Strong Strong
E
Stacked Flat with Podium
Parking
Weak Weak Moderate
(1) Market demand rankings are based on an analysis of market factors, including demographic trends, availability of neighborhood amenities, public infrastructure and transit access, and broader real estate trends. Demand is categorized as follows:
• Strong – highly likely to occur
• Moderate – likely to occur
• Weak – unlikely to occur
Under a separate report, KMA will analyze the financial feasibility of the potential residential development prototypes for the Corridor. The analyses will include estimates for development costs, value upon completion, targeted developer return, and/or potential funding sources. The outcome of the financial pro forma analyses will illustrate the feasibility, in terms of residual land value or financing gap, of each development prototype. Residual land value is defined as the maximum land value supported by a proposed development. It is calculated by estimating the total project value upon completion and subtracting the estimated total development costs, inclusive of an industry standard target developer return, required to develop the project. The KMA financial feasibility report will measure residual land values for each development prototype against recent comparable land sales to draw conclusions about financial feasibility.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 20 25023kal
11221.002.002
VI. RETAIL MARKET OVERVIEW
A. Commercial Zoned Land Sales Values
KMA conducted a survey of commercial land sales from 2021 through March 2025 within a 5-mile radius of the Corridor. KMA did not identify any commercial land sales in the City during this time period. As shown in Table VI-1, land values within the surveyed area yield a median value of $21 per SF land and an average of $33 per SF land. The KMA survey identified a total of six (6) land sales – three (3) sales located in the City of Chula Vista and three (3) in San Ysidro. Entitled or previously developed commercial properties generated the highest sales on a per-SF basis, ranging between $30 and $99 per SF land. The remaining three (3) commercial land sales averaged $12 per SF land.

Table VI-1: Survey of Commercial Land Sales, 2021 to March 2025 (1) Number of
Land Sales Minimum Maximum Median Average
6 Sales $11/SF Land $99/SF Land $21/SF Land $33/SF Land (2) Source: CoStar Group, Inc. Reflects land sales with less than 5 acres within a 5-mile radius from the mid-point of the Corridor.

B. Retail Market Factors
According to CoStar, there is approximately 592,000 SF of retail space in the City. Over the past decade, average lease rates have inconsistently fluctuated. As shown in Table VI-2, the average lease rate in the City since 2024 exceeds $3.00 per SF. Small scale retail spaces tend to lease at higher rates on a per-SF basis than larger retail spaces. Vacancy rates are exceptionally low, indicating a healthy retail market. For comparison purposes, vacancy rates ranging between 5% and 7% indicate a balanced market, allowing for manageable tenant turnover and market stability. Vacancy rates below 5% suggest strong demand for retail space. Vacancy rates in the City only exceeded 5% during the COVID-19 pandemic, which tremendously affected retail space across the nation. However, the City recovered in 2022 and has remained at or below 2.5%, further supporting high demand for retail space in the City.

Table VI-2: Retail Space Trends, Citywide (1)
Year Inventory SF
Average Lease
Rate Per SF NNN(2) Vacancy Rate
2025 YTD(3) 591,766 $3.01 2.5%
2024 591,766 $3.50 2.4%

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 21 25023kal
11221.002.002
Table VI-2: Retail Space Trends, Citywide (1)
Year Inventory SF
Average Lease
Rate Per SF NNN(2) Vacancy Rate
2023 578,677 $1.72 0.9%
2022 578,677 $1.69 2.3%
2021 574,377 $1.51 6.1%
2020 574,377 $1.37 5.7%
2019 574,377 $1.39 4.5%
2018 574,377 $1.79 2.5%
2017 574,377 $2.07 3.5%
2016 515,443 $1.62 1.7%
2015 515,443 $1.48 5.6%
(1) Source: CoStar Group, Inc.
(2) Reflects triple net (NNN) lease rates, which generally includes real estate taxes, building insurance, maintenance, rent, and utilities.
(3) As of April 2025.

KMA surveyed sales of retail buildings within the City from 2022 through March 2025. As shown in Table VI-3, retail buildings sold at a median price of $594 per SF and an average price of $687 per SF. Since 2022, only four (4) retail buildings have been sold in the City. The highest retail building sale occurred in 2022 for a 4,300-SF new construction building at 740 Palm Avenue. The buyer is an owner/user of the building.

Table VI-3: Survey of Retail Building Sales, 2022 to March 2025 (1) Number of Retail
Building Sales Minimum Maximum Median Average
4 Sales $396/SF $1,163/SF $594/SF $687/SF
(1) Source: CoStar Group, Inc. Reflects retail building sales within the City of Imperial Beach.

According to CoStar, there is a total of 223,800 SF of retail space within 17 shopping centers in the City. A neighborhood center is generally defined as containing an anchor tenant3 and retail tenants that serve the daily needs of local residents. Strip centers do not contain anchor tenants, are typically smaller in size, and are laid out in a linear fashion with small retail shops. Five (5) centers are located directly on 13th Street. As shown in in bold and italics in Table VI-4, these centers are all categorized as strip 3 An anchor tenant is defined as a major store or chain that serves as the primary draw from customers to a shopping center or retail complex. These retailers tend to be grocery stores, department stores, and/or big-box retailers.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 22 25023kal
11221.002.002
centers and contain 62,600 SF of retail space. Shopping centers in the Corridor represents 28% of the City’s shopping center retail space.

Table VI-4: Shopping Centers in the City (1)
Center Name Center Type Center Address Acres
Estimated
Retail SF
Floor Area
Ratio
(FAR)
Year
Built
Breakwater Town
Center
Neighborhood
Center
801 Palm Ave 1.89 15,900 0.19 2017
N/A Strip Center 1051 13th St 0.32 4,400 0.32 1992
Palm Plaza Strip Center 1006 Palm Ave 0.29 5,000 0.40 1985 N/A Strip Center 1070 13th St 0.46 7,000 0.35 1979
Imperial Beach Plaza Strip Center 700-760 13th St 2.86 35,600 0.29 1976 Silver Strand Plaza Neighborhood
Center
600 Palm Ave 0.78 45,200 1.33 1970
Marina Village Strip Center
1256-1268 Imperial
Beach Blvd

0.54 11,000 0.47 1969
N/A Strip Center 187-191 Palm Ave 0.23 4,600 0.46 1960
Imperial Shopping
Center Strip Center 633 9th St 0.44 8,800 0.46 1959
N/A Strip Center 1155 13th St 0.43 10,000 0.53 1959
Imperial Beach
Promenade
Neighborhood
Center
802-894 Palm Ave 5.00 51,900 0.24 1950
N/A Strip Center 639 7th St 0.34 4,100 0.28 N/A
N/A Strip Center 1167-1185 13th St 0.30 5,600 0.43 N/A
N/A Strip Center 710 CA-75 0.34 2,000 0.14 N/A
N/A Strip Center 720 CA-75 0.32 4,900 0.35 N/A
N/A Strip Center 1293 Imperial Beach
Blvd

0.21 4,700 0.51 N/A
N/A Strip Center 1060 Palm Ave 0.40 3,100 0.18 N/A
Total/Average 15.14 223,800 0.34 1974
(1) Source: CoStar Group, Inc. Reflects retail building sales within the City of Imperial Beach.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 23 25023kal
11221.002.002
C. Recently Completed Projects
Three (3) traditional retail projects have been completed since 2023. Table VI-5 presents a summary of these developments.

Table VI-5: Recently Completed Retail Projects(1)
Location Project Description Retail SF
Parking
Spaces Ratio
951 Seacoast
Two-story commercial building
with an outdoor roof deck
proposed to house visitorserving retail uses
6,706 SF 0 spaces 0 spaces/1,000 SF
1333 Palm Avenue
Del Taco w/drive thru and 254-
SF outdoor patio seating/dining
area
1,856 SF 19 spaces 10 spaces/1,000 SF
900 Palm Avenue
Raising Cane’s w/drive thru and
776-SF outdoor patio
seating/dining area
1,918 SF 16 spaces 8 spaces/1,000 SF
Total Retail SF 10,480 SF
(1) Source: City of Imperial Beach, as of April 2025.

There is also a proposed 100-room hotel resort at 1046 Seacoast that will include approximately 2,000 SF of ground floor retail space. The proposed project is not yet entitled.

VII. DEMAND FOR RETAIL DEVELOPMENT
KMA evaluated current gross retail sales by subcategory for the City of Imperial Beach and County of San Diego. This information is expressed as total sales, per capita (resident) sales, and percent of per capita income for each jurisdiction. Table VII-1 illustrates a comparison of retail sales activity in Imperial Beach relative to San Diego County. As shown in the table, the County exhibits higher overall sales activity on a per capita basis in comparison with the City.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 24 25023kal
11221.002.002
Table VII-1: Retail Sales Per Capita, City of Imperial Beach vs. County of San Diego, 2024 (1) Retail Category (2)
City of Imperial Beach County of San Diego
Per Capita
% of Per
Capita
Income Per Capita
% of Per
Capita
Income
Shopper Goods (GAFO) $1,374 3.8% $9,023 17.5%
Convenience Goods $3,925 10.8% $5,809 11.3%
Building Material and Garden Equipment and
Supplies Dealers $0 0.0% $1,161 2.3%
Total, Above Categories $5,298 14.6% $15,993 31.1%
(1) Based on data from the California DOF, Esri, and California Department of Tax and Fee Administration. (2) Figures represent estimated gross sales (adjusted from taxable).

According to the HdL Companies Winter 2025 newsletter highlighting the City’s sales tax, the majority of sales tax is generated by restaurants and hotels, followed by fuel and service stations, County and State Pools4
, Food and Drugs, and General Consumer Goods. The lowest sales tax business groups in the City are auto and transportation, business and industry, and building and construction. In November 2020, residents in the City voted on a 1% sales tax increase (Measure I – the Clean and Safe Neighborhoods measure). Measure I raised the local sales tax from 7.75% to 8.75%. The increase in sales tax is aimed at stabilizing the City’s budget and ensuring that the City can provide essential services such as public safety (police and fire), crime prevention, public improvements and maintenance, and recreational facilities and programs. Measure I serves as one of the major revenue sources to the City’s General Fund.

Measure I sales tax was estimated to total just over $3 million in FY 20245 . As of June 30, 20246, sales tax
($8.4 million) was the City’s largest revenue source to the General Fund, followed by property taxes ($7.6 million), franchise taxes ($2,8 million), and transient occupancy taxes ($1.8 million). Therefore, retail businesses in the City and Corridor serve as a critical component to generate revenue to the City.

KMA prepared a retail sales import/export analysis for the City of Imperial Beach that compares actual sales vs. retail expenditure potential. The KMA import/export analysis used a regional norm for allocation of household income to retail expenditures. Based on a review of City and County retail spending potential (percent of actual retail sales (in 2024) vs. the total retail expenditure potential), it is estimated that residents in the City expend approximately 46% of their household income on retail goods. Therefore, KMA allocated 46% of household income toward retail expenditures on Shopper Goods (GAFO), Convenience Goods, and Building Material and Garden Equipment and Supplies Dealers..

As shown in Table VII-2, KMA estimated total potential retail sales of $296 million annually for the City. 4 Reflects allocation of the mandatory local sales and use tax component within the statewide base rate of 7.25%, of which a portion gets distributed to the City.
5 Source: City of Imperial Beach FY 2024-25 Biennial Budget. Reflects the Adopted Budget for FY 2024. 6 Source: City of Imperial Beach Financial Statement for Fiscal Year Ended June 30, 2024.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 25 25023kal
11221.002.002
KMA then compared this expenditure potential to actual retail sales of an estimated $135 million in 2024. The difference between actual retail sales and total expenditures can either indicate an import or export (or leakage) of retail categories. The analysis yielded estimates of retail sales export of $161.1 million for all subcategories, indicating that residents need to travel outside of the City for a majority of retail goods. This presents an opportunity for the City to recapture retail sales.

Table VII-2: City of Imperial Beach Retail Sales Export, 2024 Retail Category (1)
Total Potential
Expenditures
Actual Retail
Sales
Retail Sales
Import/(Export)
Shopper Goods (GAFO) $166,600,000 $35,000,000 ($131,600,000) Convenience Goods $106,400,000 $100,000,000 ($6,400,000) Building Material and Garden Equipment
and Supplies Dealers $23,100,000 $0 ($23,100,000)
Total, Above Categories $296,100,000 $135,000,000 ($161,100,000) (1) Figures represent estimated gross sales (adjusted from taxable).

Based on this gross retail sales leakage, KMA calculated potential low and high recapture of retail sales – and the resulting demand for retail space. As shown in Table VII-3, KMA estimates that the City can recapture between 81,000 SF and 141,000 SF of total retail leakage.

Table VII-3: Estimated Recapture of Retail Space in the City Total Leakage $161,100,000
Recapture
Rate
Estimated Gross
Sales/SF/Year
Potential Recapture
of Retail SF
Low Estimate 25% $500 81,000 SF
High Estimate 35% $400 141,000 SF
KMA then formulated a low/high 10-year retail space demand projection for the City taking into consideration demand from beyond the City as well as adjustments for accelerated on-line shopping.

KMA also subtracted the City’s retail projects in planning (16,000 SF). As shown in Table VII-4, it is projected that the City can recapture between 64,000 SF (6,400 SF per year) to 123,000 SF (12,300 SF per year), through 2035.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 26 25023kal
11221.002.002
Table VII-4: Additional Retail Space Supported by Recapture, 2025-2035 Low Estimate High Estimate
Estimated Recapture of Retail Sales Leakage from Existing Residents 81,000 SF 141,000 SF
Add: Demand from Beyond City as % of Locally Supported
Demand @ 10% 8,000 SF 14,000 SF
Subtotal – Estimated Retail Space Demand 89,000 SF 155,000 SF (Less) Adjustment for Accelerated On-line Shopping @ 10% (9,000) SF (16,000) SF (Less) Retail Projects in Planning (1) (16,000) SF (16,000) SF Estimated Total Retail Demand, Citywide
Average Annual
64,000 SF
6,400 SF/Year
123,000 SF
12,300/SF Year
(1) Excludes the 13,000-SF neighborhood community center associated with the affordable senior development at 455 Palm Avenue.

Based on this projected additional retail space supported by recapture, KMA estimated the potential capture of retail space for the Corridor during this same period. As shown in Table VII-5, the Corridor is projected to capture between 10,000 SF (1,000 SF per year) and 18,000 SF (1,800 SF per year) of retail space.

Table VII-5: Corridor Capture of Citywide Retail Demand, 2025-2035 Low Estimate High Estimate
Estimated Total Retail Demand, Citywide
Average Annual
64,000 SF
6,400 SF/Year
123,000 SF
12,300/SF Year
Estimated Corridor Capture of Citywide Retail Demand @ 15% Average Annual
10,000 SF
1,000 SF/Year
18,000 SF
1,800 SF/Year
This magnitude of growth can be an indicator of the type of retail that can be absorbed during this period. This may include smaller, community-oriented businesses that cater to the needs of both residents and visitors. Specific retail types include boutique shops, cafes, specialty stores, and serviceoriented businesses. These businesses align with the Corridor's evolving character, which aims to offer a mix of local and unique offerings. Additionally, with the continued improvements in the Corridor, there may be a growing demand for convenience stores, small-scale grocery outlets, and recreational retailers that support increasing population and tourism. The projected retail capture may present an opportunity to provide more localized, personalized shopping experiences, enhancing the vibrancy of the Corridor while preserving its role as a community-focused destination.

In general, the retail market has become saturated, particularly in the fashion, electronics, and beauty retail categories. Traditional retailers have been challenged by e-commerce and are shifting to smaller

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 27 25023kal
11221.002.002
building footprints with more access to online purchases. As competition grows, retailers with brick and mortar spaces have been forced to either file bankruptcy or downsize the number of stores, as evidenced by the closing of Bed Bath & Beyond, Best Buy, CVS, Footlocker, Macy’s, Party City, and RiteAid, among others.

Retail space is also being repurposed for experiential retail, generally defined as creating a memorable, immersive in-store experience. Pop-ups and limited-time concepts have also become increasingly popular. These exclusive, time-sensitive experiences temporarily occupy existing vacant retail space.

These interim uses can engage the community, increase visitor foot-traffic, and boost economic activity.

VIII. LIMITING CONDITIONS

1. KMA has made extensive efforts to confirm the accuracy and timeliness of the information contained in this document. Although KMA believes all information in this document is correct, it does not guarantee the accuracy of such and assumes no responsibility for inaccuracies in the information provided by third parties.

2. The findings are based on economic rather than political considerations. Therefore, they should be construed neither as a representation nor opinion that government approvals for development can be secured. No guarantee is made as to the possible effect on development of current or future Federal, State, or local legislation including environmental or ecological matters.

3. The analysis, opinions, recommendations, and conclusions of this document are KMA's informed judgment based on market and economic conditions as of the date of this report. Due to the volatility of market conditions and complex dynamics influencing the economic conditions of the building and development industry, conclusions and recommended actions contained herein should not be relied upon as sole input for final business decisions regarding current and future development and planning.

4. Development opportunities are assumed to be achievable during the specified time frame. A change in development schedule requires that the conclusions contained herein be reviewed for validity. If an unforeseen change occurs in the local or national economy, the analysis and conclusions contained herein may no longer be valid.

5. Any estimates of development costs, project income, and/or value in this evaluation are based on the best available project-specific data as well as the experiences of similar projects. They are not intended to be predictions of the future for the specific project. No warranty or representation is made that any of these estimates or projections will actually materialize.

To: Diego Velasco, Principal August 7, 2025
Subject: 13th Street Corridor Improvement Plan – Market Assessment Page 28 25023kal
11221.002.002

6. It has been assumed that the value of the property will not be impacted by the presence of any soils, toxic, or hazardous conditions that require remediation to allow development. Additionally, it is assumed that perceived toxic conditions (if any) on surrounding properties will not affect the value of the property.

7. KMA is not advising or recommending any action be taken by the City with respect to any prospective, new, or existing municipal financial products or issuance of municipal securities (including with respect to the structure, timing, terms, and other similar matters concerning such financial products or issues).

8. KMA is not acting as a Municipal Advisor to the City and does not assume any fiduciary duty hereunder, including, without limitation, a fiduciary duty to the County pursuant to Section 15B of the Exchange Act with respect to the services provided hereunder and any information and material contained in KMA’s work product.

9. The City shall discuss any such information and material contained in KMA’s work product with any and all internal and/or external advisors and experts, including its own Municipal Advisors, that it deems appropriate before acting on the information and material.

Prepared For Prepared By
City of Imperial Beach
825 Imperial Beach Blvd.

Imperial Beach, CA 921932
CR Associates
3900 Fifth Avenue, Suite 310
San Diego, CA 92103
13TH STREET

CORRIDOR PLAN
APRIL 2024
DRAFT
Existing Mobility Conditions
ATTACHMENT 3B

13th Street Corridor Plan
Existing Mobility Conditions
Page i
Table of Contents

1.0 Introduction.............................................................................................................. 1 Purpose/Background ................................................................................................................ 1 Setting ..................................................................................................................................... 1 Document Review..................................................................................................................... 4 Document Organization ............................................................................................................ 6

2.0 Infrastructure & Connectivity..................................................................................... 7 Pedestrian................................................................................................................................ 7 Bicycle ..................................................................................................................................... 7 Transit.................................................................................................................................... 10 Vehicle................................................................................................................................... 10

3.0 Safety......................................................................................................................15 Pedestrian.............................................................................................................................. 15 Bicycle ................................................................................................................................... 17 Vehicle................................................................................................................................... 17

4.0 Quality ....................................................................................................................20 Pedestrian.............................................................................................................................. 20 Bicycle ................................................................................................................................... 20 Transit.................................................................................................................................... 23 Multimodal............................................................................................................................. 23

5.0 Key Findings ............................................................................................................28

13th Street Corridor Plan
Existing Mobility Conditions
Page ii
List of Figures
Figure 1.1 - Existing Land Uses .....................................................................................................2 Figure 1.2 - Existing Traffic Controls and Curb-to-Curb Measurements..........................................3 Figure 1.3 - Streetlight Locations..................................................................................................5 Figure 2.1 - Pedestrian Infrastructure ...........................................................................................8 Figure 2.2 - Existing Bicycle Facilities ...........................................................................................9 Figure 2.3 - Existing Transit Service and Ridership.......................................................................11 Figure 2.4 - Existing Roadway Geometry .....................................................................................12 Figure 2.5 - Posted Speed Limits ................................................................................................13 Figure 2.6 - Presence of On-Street Parking..................................................................................14 Figure 3.1 - Pedestrian Involved Collisions (2019 – 2023).............................................................16 Figure 3.2 - Bicycle Involved Collisions (2019 – 2023)..................................................................18 Figure 3.3 - Vehicle Collisions (2019 – 2023) ...............................................................................19 Figure 4.1 - Pedestrian Environment Score .................................................................................21 Figure 4.2 - Bicycle Level of Traffic Stress ...................................................................................22 Figure 4.3 - Quality Walking Ratio from Transit Stops ..................................................................24 Figure 4.4 - Quality Biking Ratio from Transit Stops .....................................................................25 Figure 4.5 - Multimodal Trip Amenity Potential............................................................................27 Figure 5.1 - Mobility Issues and Opportunities ............................................................................29 List of Tables
Table 3.1 - Collisions by Primary Collision Factor and Crash Type................................................15 Table 4.1 - Multimodal Trip Amenity Potential Input Values .........................................................26 Table 4.2 - Multimodal Trip Amenity Potential Scores..................................................................26

13th Street Corridor Plan
Existing Mobility Conditions

1.0 Introduction
Purpose/Background
The 13th Street Corridor Plan presents a unique opportunity to enhance the quality of life in Imperial Beach. This stretch of road, extending from Bikeway Village to the Naval Outlying Landing Field (NOLF), offers the potential to create a more vibrant, pedestrian-friendly, and safe community hub. This project is funded through a state grant. The project will help the City of Imperial Beach identify opportunities to catalyze investment, increase available housing stock, create positive economic and social benefits, and reduce vehicle miles traveled (VMT) with streetscape improvements and accessible pedestrian connections to public transit.

This Existing Mobility Conditions assessment serves to evaluate the current state of pedestrian, bicycle, transit, and vehicular mobility as related to infrastructure and connectivity, safety, and quality. The findings from this technical analysis, combined with input from community members and project stakeholders, will be used to identify mobility needs and, ultimately, recommendations that support and complement other project components, such as the urban design, land use, and general aesthetics and uses of the public realm.

Setting
The project spans the length of 13th Street in the City of Imperial Beach, from the Bayshore Bikeway and Bikeway Village at the northern terminus to Iris Avenue and the NOLF at the southern terminus. As shown in Figure 1.1, the corridor is primarily fronted by single family homes, with pockets of commercial uses concentrated at intersections with Palm Avenue and Imperial Beach Boulevard, and some multifamily residential uses at the southern end and near the commercial areas.

Central Elementary School fronts the west side of 13th Street, between Elder Avenue and Ebony Avenue. Additional schools, including Oneota Elementary School and Bayside Elementary School are located just west of the corridor. Recreational opportunities include the Bayshore Bikeway and trails near the San Diego Bay as well as Teeple Park. The NOFL entry at the southern end of the corridor serves as the primary access point for many base employees. The commercial uses, schools, recreational locations, and NOFL are the primary trip attracting land uses in and around the study area, drawing employees, customers, students, and visitors using various travel modes to access.

Figure 1.2 displays the existing traffic controls and curb-to-curb measurements. The two signalized intersections are with Circulation Element designated roadways, Palm Avenue and Imperial Beach Boulevard. All other intersections stop-controlled with two-lane local roads. The north and southbound approaches to Grove Avenue also include pedestrian activated signals (HAWKS).

Roadway width (measured from curb face to curb face for this figure) ranges from approximately 54’ just north of Palm Avenue to a width of 64’ between Palm Avenue and Hemlock Avenue.

The built environment is comprised of a strong gridded street network, short blocks, relatively small parcel sizes, and flat topography – characteristics that contribute to an environment where walking, bicycling, and transit use can be feasible travel options.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 1.1 - Existing Land Uses
Source: CR Associates (2025), SANDAG (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 1.2 - Existing Traffic Controls and Curb-to-Curb Measurements Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Streetlights are an important feature in a transportation network, enhancing visibility for all roadway users when natural lighting is limited or non-existent. Sufficient lighting contributes to multimodal safety and mobility, as well as general personal security and comfort. Figure 1.3 displays the existing streetlight locations along the corridor. Two or more streetlights are present at all intersections with four approaches/crossing locations, while four streetlights at both Palm Avenue and Imperial Beach Boulevard, which have relatively wider intersections. A single streetlight is present at the two intersections north of Palm Avenue due to these locations having only three approaches/crossing locations.

Document Review
A document review was performed to identify previously planned mobility recommendations and language intended to guide mobility planning along 13th Street. The review findings are summarized below:
▪ City of Imperial Beach General Plan Mobility Element (2019) o Designates the corridor as a Multimodal Boulevard. Multimodal Boulevards are 2- and 4-lane roadways providing the primary access to the City’s commercial core, coastal areas, and other key destinations. They are utilized by local residents and visitors alike and are designed for the safe mobility of all transportation modes. This typology is designed to support high levels of pedestrians, public transit riders, and bicyclists through traffic calming measures, attractive landscaping, and multimodal facilities. Wayfinding signs should be scaled and designed to appeal to all transportation modes and users.
o The corridor is also designated as a Truck Route south of Palm Avenue. The Truck Route Overlay emphasizes the importance of enhanced safety and efficient truck and freight movement throughout Imperial Beach. The Truck Route Overlay acknowledges that additional design considerations must be made to ensure roadways can accommodate truck traffic. Designated Truck Routes maintain truck traffic to prime, major, and collector roadways and aim to limit the amount of heavy traffic and noise through residential neighborhoods. Lane widths, parking restrictions, turning radii, and access to the various land uses trucks serve should be required when designing or modifying roadways identified with the Truck Route Overlay area.
o The length of the corridor is also designated as providing Class II Bike Lanes. ▪ City of Imperial Beach Local Roadway Safety Plan (2021) o 13th Street is one of two roadways identified as a “priority corridor” for the LRSP, citing the following: This corridor poses safety concerns due to its proximity to schools in the area, the Naval Outlying Landing Field entrance points, commercial centers, and bike/pedestrian activity. Enhancements to the active transportation environment would greatly benefit the community along this roadway.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 1.3 - Streetlight Locations
Source: City of Imperial Beach (2025)

13th Street Corridor Plan
Existing Mobility Conditions

o Goals for the two priority corridors include:
▪ Reduce the frequency and severity of crashes at signalized and unsignalized intersections
▪ Incorporate Complete Streets principles where applicable ▪ Enhance emergency response times prior to implementing in-road features ▪ Facilitate enhanced pedestrian crossings
o Strategies/countermeasures to help achieve the identified goals on the priority corridors include:
▪ High visibility crosswalks
▪ Install advance stop bar before crosswalk (bike box)
▪ Install pedestrian countdown signal heads
▪ Modify signal phasing to implement an LPI
▪ Install raised medians/refuge islands
▪ Curb extensions (Roadway)
▪ Curb extensions (Non-Signalized Intersection)
▪ City of Imperial Beach Palm Avenue Complete Multimodal Corridor Project (On-Going) o A design project is underway to provide a separated bike facility along Palm Avenue, which may include infrastructure recommendations at the 13th Street/Palm Avenue intersection. Recommendations will be coordinated between the two efforts. ▪ SANDAG Border to Bayshore Bikeway Project (On-Going)
o Construction of the Border to Bayshore Bikeway Project is underway. This includes an improved buffered bike lane with green paint along 13th Street from Grove Avenue to the northern terminus. Intersection improvements at Grove Avenue, Imperial Beach Boulevard, and Palm Avenue are also under construction, including curb extensions, curb ramps with truncated domes, high visibility crosswalks, advance stop bars, green conflict paint through the intersections, and enhanced signage. The under-construction improvements were assumed as existing for the purposes of the evaluations within this document.

Document Organization
Following this introductory chapter, the remainder of this Existing Conditions assessment is organized into the following chapters:
▪ Chapter 2: documents the existing transportation infrastructure and transit services. ▪ Chapter 3: presents an assessment of multimodal collision history. ▪ Chapter 4: describes the quality of the infrastructure and services. ▪ Chapter 5: summarizes the key mobility issues and opportunities.

13th Street Corridor Plan
Existing Mobility Conditions

2.0 Infrastructure & Connectivity
This chapter documents the existing physical infrastructure and services available for pedestrians, bicyclists, transit users, and drivers.

Pedestrian
Pedestrian infrastructure within the area is depicted in Figure 2.1, consisting of sidewalks and intersection crossing features such as marked crosswalks, curb ramps, and curb extensions.

Sidewalks are present throughout the study area, without any documented gaps. The two signalized intersections at Palm Avenue and Imperial Beach Boulevard have high visibility marked crosswalks, however, only Imperial Beach Boulevard has pedestrian countdown signal heads. The intersection with Palm Avenue includes pedestrian signal heads with a flashing hand, which does not indicate the amount of time remaining to cross the street – important information for pedestrians, especially when crossing a 6-lane roadway.

The pedestrian signal (or HAWK) located at Grove Avenue facilitates east-west pedestrian crossings by controlling north- and southbound traffic via a push button. A raised crosswalk is present on the north leg of the intersection with Ebony Avenue, facilitating pedestrian crossings to Central Elementary School.

Curb extensions shorten the crossing distance for pedestrians, help make pedestrians more visible to drivers, and encourage slower vehicle turning speeds. Curb extensions are present at the intersections with Cypress Avenue, Elder Avenue, Ebony Avenue, and Grove Avenue, as well as newly constructed curb extensions at Imperial Beach Boulevard and Palm Avenue.

Bicycle
As shown in Figure 2.2, bicycle facilities are present along the length of the corridor. A Class I bike path (also referred to as a multi-use path) connects the Bayshore Bikeway to 13th Street at the northern terminus of the corridor, continuing as a standard Class II bike lane at Cypress Avenue and then transitioning to a buffered bike lane south of Calla Avenue to the southern terminus. The southbound facility transitions to a Class III bike route between Iris Avenue and Hemlock Avenue to make room for an additional southbound vehicle lane.

Green conflict paint was recently added to the buffered bike lane, north of Grove Avenue, as part of the Border to Bayshore Bikeway project. The paint serves to emphasize intersection crossing areas and locations where vehicles transition over the bike lane to access on-street parking. Bike parking is provided at the Bayshore Bikeway trailhead, enabling bicyclists to secure their bike while visiting the Bikeway Village retail center, nearby exercise equipment, and bayfront land.

Intersecting facilities are provided along Palm Avenue (Class II buffered bike lane west of 13th Street and Class II standard bike lane to the east) and Imperial Beach Boulevard (standard Class II bike lane). Additionally, Grove Avenue east of the corridor was recently classified as a Class III bike route with signage and sharrow markings through the Border to Bayshore Bikeway project.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.1 - Pedestrian Infrastructure
Source: CR Associates (2025), SANDAG Border to Bayshore Bikeway Improvement Plans (2022)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.2 - Existing Bicycle Facilities
Source: CR Associates (2025), SANDAG Border to Bayshore Bikeway Improvement Plans (2022)

13th Street Corridor Plan
Existing Mobility Conditions

Transit
As shown in Figure 2.3, the 13th Street corridor is served by bus routes 933/934, 901, and Rapid 227. Routes 933/934 operate along 13th Street between Iris Avenue and Imperial Beach Boulevard, however, no service runs directly on the corridor north of Imperial Beach Boulevard. The graphic also depicts ¼- and ½-mile travelsheds from each transit stop, demonstrating nearly the entirety of 13th Street is within ¼-mile walk from a transit stop, as well as much of the surrounding areas. This is facilitated by the strong grided street network and short block sizes.

Routes 933/934 connect 13th Street to western Imperial Beach, as well as the Palm Avenue Trolley Station and Iris Avenue Transit Center. Route 901 intersects with 13th Street, running between the Iris Avenue Transit Center and Downtown San Diego via Imperial Beach Boulevard and SR-75.

Rapid 227 offers connections from western Imperial Beach to the Iris Avenue Transit Center and Otay Mesa Transit Center/Otay Mesa Port of Entry with limited stop service at high frequencies (every 7.5- to 15-minutes during peak travel times, seven days a week).

Average daily transit ridership (year 2023) is presented for each stop, with the greatest total ridership within the study area reported at Rapid 227 stop just west of 13th Street with 158 daily transit riders.

Vehicle
Figure 2.4 displays the existing roadway geometry. The roadway provides one vehicular travel lane in each direction and a continuous center left-turn lane from Calla Avenue to Hemlock Avenue.

North of Calla Avenue, the roadway narrows and the turn lane is removed. South of Hemlock Avenue, a second southbound through lane is provided in place of the center left-turn lane to facilitate access to the NOLF.

Posted speed limits, shown in Figure 2.5, are low along 13th Street, posted as 30 miles per hour from Hemlock Avenue to Palm Avenue and 25 miles per hour at the northern and southern ends.

On-street parking is depicted in Figure 2.6. Parking is available throughout the corridor. Recent striping modifications to accommodate the continuous buffered bike lane also increased the availability of on-street parking, particularly near the commercial centers at Palm Avenue and Imperial Beach Boulevard. Off-street parking is available on most parcels and accessible to vehicles via the frequent driveways, however, these locations can pose a conflict for vehicles with pedestrians and bicyclists.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.3 - Existing Transit Service and Ridership
Source: CR Associates (2025), SANDAG (2025), MTS (2023)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.4 - Existing Roadway Geometry
Source: CR Associates (2025), SANDAG Border to Bayshore Bikeway Improvement Plans (2022)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.5 - Posted Speed Limits
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 2.6 - Presence of On-Street Parking
Source: CR Associates (2025), SANDAG Border to Bayshore Bikeway Improvement Plans (2022)

13th Street Corridor Plan
Existing Mobility Conditions

3.0 Safety
This chapter presents collision data for pedestrians, bicyclists, and drivers for the five-year period from January 1, 2019 through December 31, 2023. Data was obtained from SANDAG’s Regional Vision Zero collision database which draws from the Statewide Integrated Traffic Records System (SWITRS), as collected and maintained by the California Highway Patrol. A total of 31 collisions were reported within the study area during the five-year period.

Table 3.1 summarizes the primary collision factor and collision type. Automobile right-of-way violations were the leading collision factor or cause, followed by unsafe speeds. Broadside collisions were the leading crash type for all collisions and those resulting from automobile rightof-way violations. Rear end collisions were the second most frequently reported crash type.

Table 3.1 - Collisions by Primary Collision Factor and Crash Type Broadside Head-On Hit
Object Other Rear End Sideswipe Pedestrian Total
Automobile Right-Of-Way 6 - - - - 1 - 7
Unsafe Speed - - 1 - 3 - - 4
Pedestrian Violation - - - 1 - - 2 3
Other Improper Driving - 1 - 1 1 - - 3
Under Influence 1 - - - 1 1 - 3
Following Too Closely - - - - 3 - - 3
Improper Turning 2 - - - - - - 2
Unknown/Not Stated 1 - - - 1 - - 2
Improper Passing - - - - - 1 - 1
Brakes - - - 1 - - - 1
Wrong Side Of Road - - - - - 1 - 1
Traffic Signals And Signs - - - - - 1 - 1
Total 10 1 1 3 9 5 2 31
Source: CR Associates (2025), SANDAG (2024)
Pedestrian
Pedestrian collisions are shown in Figure 3.1, consisting of three reported collisions on 13th Street.

Two of the records resulted in severe injuries: one collision at Palm Avenue and another just south of Imperial Beach Boulevard. All three collisions were due to pedestrian violations. The two collisions near Imperial Beach Boulevard occurred when it was dark, however, streetlights are present and were reported as working. The collision at the intersection with Palm Avenue occurred during daylight conditions.

When combining collisions within the study area and those just outside, a concentration of five pedestrian collisions is exhibited near the intersection with Imperial Beach Boulevard, where there are several commercial businesses and Central Elementary School nearby. The records potentially reflect relatively higher pedestrian activity in this area which may warrant additional safety considerations.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 3.1 - Pedestrian Involved Collisions (2019 – 2023) Source: CR Associates (2025), SANDAG (2024)

13th Street Corridor Plan
Existing Mobility Conditions

The corridor is lined with small parcels, most of which have curb cuts for driveway access. These serve as potential points of conflict for drivers with pedestrians and/or bicyclists. Reducing driveway frequencies could contribute to improved safety and comfort for active transportation users.

Bicycle
Figure 3.2 displays bicycle involved collisions, with two reported along 13th Street. Both bicycle collisions occurred at the intersection with Palm Avenue, resulting in minor injuries. The bicyclist was reported as at fault for both collisions. In one record, a bicyclist travelling eastbound collided with a stopped bus due to brake issues. The other collision was due to a northbound bicyclist violating the right of way of a right-turning vehicle.

Vehicle
Figure 3.3 displays the 26 vehicle-only collisions reported within the study area. All but one of the vehicle collisions were reported within intersections or less than 100’ from the intersection, with the exception being a collision approximately 200’ south of Imperial Beach Boulevard. Thirteen collisions resulted in minor injuries and 13 resulted in property damage only. The greatest collision concentration was reported at the intersection with Palm Avenue with seven collisions due to a variety of causes (e.g., following too closely, unsafe speeds, traffic signal violations, driving under the influence, improper driving).

13th Street Corridor Plan
Existing Mobility Conditions

Figure 3.2 - Bicycle Involved Collisions (2019 – 2023)
Source: CR Associates (2025), SANDAG (2024)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 3.3 - Vehicle Collisions (2019 – 2023)
Source: CR Associates (2025), SANDAG (2024)

13th Street Corridor Plan
Existing Mobility Conditions

4.0 Quality
This chapter describes the quality of the environment from the pedestrian, bicyclist, and transit user perspective. The chapter concludes with an assessment of where conditions are most supportive of multimodal trips. Vehicular operations were not evaluated due to the low traffic volumes and multimodal focus of the corridor, as designated by the adopted Mobility Element.

Pedestrian
A Pedestrian Environment Score (PES) methodology was used to assess the quality of segments and street crossings from the pedestrian perspective. For segments, this approach considers the presence and width of sidewalks, obstructions, posted speed limit, number of travel lanes, lighting, separation from traffic, presence of traffic calming treatments, and tree canopy. Intersection evaluation variables include traffic control, crossing length, curb ramp presence, sight distance (intersection daylighting), and additional crossing features such as turn restrictions, curb extensions, high visibility crosswalk presence, and operational enhancements at signals.

Figure 4.1 depicts the PES results for 13th Street segments, all intersections legs where pedestrians can legally cross (marked and unmarked), and the first block of each intersecting roadway. All but two of the 13th Street segments evaluated exhibit medium and high conditions, largely due to the low posted speeds (25 – 30 miles per hour) and single travel lane in each direction. The low score for the segment along the west side of 13th Street between Hemlock Avenue and Iris Avenue, was due to the additional travel lane in the southbound direction, while the low score for the southernmost segment along the east side of 13th Street was due to a lack of separation from the vehicular travel lane.

A total of 50 intersection crossing legs were evaluated, with 22 legs exhibiting conditions associated with high scores, 14 medium, 10 low, and 4 very low. Very low scores were typically due to unmarked crosswalks, with uncontrolled approaches and missing truncated domes on one or both curb ramps (Holly Avenue and Elm Avenue).

Bicycle
The quality of the roadway network was assessed using the bicycle Level of Traffic Stress (LTS) methodology for characterizing cycling environments, as developed by Mekuria, et al. (2012) of the Mineta Transportation Institute and reported in Low-Stress Bicycling and Network Connectivity.

LTS classifies the street network into categories according to the level of stress it causes cyclists, taking into consideration a cyclist’s physical separation from vehicular traffic, vehicular traffic speeds along the roadway segment, number of travel lanes, and factors related to intersection approaches with dedicated right-turn lanes and unsignalized crossings. LTS scores range from 1 (lowest stress) to 4 (highest stress) and correspond to roadways that different populations may find suitable for riding on, considering their stress tolerance.

Figure 4.2 illustrates the entirety of the corridor exhibits low stress conditions (LTS 1-2) that most people would be comfortable bicycling within. Similar to the PES evaluation, the scoring is a result of the low posted speeds (25 – 30 miles per hour), single travel lane in each direction, and absence of right-turn only lanes at intersections which typically result in drivers crossing over the bike lane.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 4.1 - Pedestrian Environment Score
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 4.2 - Bicycle Level of Traffic Stress
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Transit
Transit quality was evaluated for each transit stop in terms of the quality of the pedestrian and bicycle environment within ¼-mile. A ratio was developed by taking the distance of quality segments (high scoring PES segments or high scoring LTS segments) within a ¼-mile of each transit stop and dividing it by the area of ¼-mile crow flies buffer from the transit stop. A higher ratio represents greater access via high quality facilities.

Figure 4.3 depicts the quality walking ratio results, while Figure 4.4 displays the quality biking ratio results. The transit stops with the highest walking ratio include at Grove Avenue (northbound), both stops at Holly Avenue, Fern Avenue (northbound), and Rapid 221 at Imperial Beach Boulevard (westbound).

The highest scoring biking ratios were fairly consistent with the walking ratio results, including stops at Holly Avenue (north and southbound), Grove Avenue (northbound), and Fern Avenue (northbound). Maximizing the quality of facilities people use to access transit can help contribute to a safer and more comfortable first-/last-mile journey.

Multimodal
Transportation amenities are features generally intended to enhance user comfort and convenience. Examples include, but are not limited to, bus shelters, benches, bike parking, wayfinding, and micromobility devices and parking (such as e-scooters). An assessment was performed to determine locations within the study area that exhibit characteristics with the greatest potential for trips via walking, bicycling, or transit, which may also benefit the most from additional investments in transportation amenities.

Housing, employment, visitor-attracting businesses (retail, restaurants, services, etc.), civic resources (schools and parks), transit ridership and low-bicycling stress connectivity was measured at each intersection within the study area to determine which nodes have the highest use potential for transportation amenities. The quantity of these variables, except for transit ridership, were summarized within a half-mile network distance of each intersection. Table 4.1 shows the summary of each variable by intersection. Transit ridership reflects the average daily boardings and alightings at bus stops clustered around each intersection. Intersections with no bus stops have no transit ridership in the table.

The quantities were sorted for all variables, except for Parks and Schools, into five categories based on natural breaks. The highest quantity category received four points, the next highest quantity category received three points, and so forth down to the lowest quantity category, which received zero points. The points for Parks and Schools was determined by multiplying the quantities by two considering the relatively greater volumes of people walking and/or bicycling these uses tend to attract. There were only three schools and one park within the study area and no intersection was within a half-mile of more than two of these land uses. Factoring by two enabled the scoring for this variable to be consistent on a zero to four scale with the other variables. Table

4.2 and Figure 4.5 depict the results for each intersection. As shown, the Imperial Beach Boulevard and Palm Avenue intersections scored the highest with 18 points.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 4.3 - Quality Walking Ratio from Transit Stops
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 4.4 - Quality Biking Ratio from Transit Stops
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Table 4.1 - Multimodal Trip Amenity Potential Input Values Intersection Housing
Units Employment
TripAttracting
Businesses
Transit
Ridership
Parks and
Schools
Low-Stress
Bicycling
Mileage
Cypress Ave 1,529 329 18 0 2 5.1
Calla Ave 1,909 680 22 0 2 6.2
Palm Ave 2,412 762 32 168 2 7.5
Donax Ave 2,576 750 32 0 2 8.9
Elm Ave 2,695 692 22 0 1 9.7
Elder Ave 2,831 545 15 0 1 10.5
Ebony Ave 3,148 402 10 0 2 10.5
Imperial Beach Bl 3,189 320 8 330 2 10.3
Fern Ave 3,223 360 8 26 2 9.9
Grove Ave 2,489 344 8 29 2 8.9
Holly Ave 2,439 277 6 115 2 7.9
Hemlock Ave 2,219 167 5 0 1 6.9
Iris Ave 2,054 154 5 111 1 6
Source: CR Associates (2025), SANDAG (2025), MTS (2023) Table 4.2 - Multimodal Trip Amenity Potential Scores
Intersection Housing
Units Employment
TripAttracting
Businesses
Transit
Ridership
Parks and
Schools
Low-Stress
Bicycling
Mileage
Total Points
Cypress Ave 0 1 3 0 4 0 8
Calla Ave 1 4 3 0 4 0 12
Palm Ave 2 4 4 3 4 1 18
Donax Ave 2 4 4 0 4 2 16
Elm Ave 3 4 3 0 2 3 15
Elder Ave 3 3 2 0 2 4 14
Ebony Ave 4 2 1 0 4 4 15
Imperial Beach Bl 4 1 1 4 4 4 18
Fern Ave 4 2 1 1 4 3 15
Grove Ave 2 2 1 1 4 2 12
Holly Ave 2 1 0 2 4 1 10
Hemlock Ave 1 0 0 0 2 1 4
Iris Ave 1 0 0 2 2 0 5
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

Figure 4.5 - Multimodal Trip Amenity Potential
Source: CR Associates (2025)

13th Street Corridor Plan
Existing Mobility Conditions

5.0 Key Findings
The key mobility findings are summarized in Figure 5.1. Recent improvements to 13th Street as part of the Border to Bayshore Bikeway project provided great benefits for all modes through shortened crossing distances and improved crosswalks, improved bike lanes, and increased on-street parking. Additional improvements, including separated bicycle facilities and pedestrian crossing enhancements, are being designed along Palm Avenue, which is a major commercial corridor intersecting with 13th Street.

The study area street network, and Imperial Beach as a whole, exhibit a strong grid pattern which facilitates ease of navigation, maximizes connectivity, and helps minimize travel distances. These characteristics, along with low posted speed limits (25 – 30 miles per hour) and relatively narrow roadway widths and few travel lanes, contribute to an environment that helps make travel via walking, bicycling, and/or transit a potentially feasible and comfortable option.

The recent and ongoing improvements, and supportive environment can be capitalized upon to further improve access, mobility, and safety for all travel modes. Deficiencies to consider addressing include ensuring all curb ramps are retrofitted with truncated domes to help provide universal access and targeting low PES scoring sidewalks and crossing locations for additional improvements. The frequent curb cuts for driveways along the corridor serve as potential points of conflict for drivers with pedestrians and/or bicyclists. Reducing driveway frequencies through parcel consolidation or site redevelopment could contribute to improved safety and comfort for active transportation users, however, site access for residents, patrons, visitors, and emergency vehicles must be considered.

The intersection of 13th Street and Imperial Beach Boulevard and surrounding area may benefit from an additional pedestrian focus due to the concentration of pedestrian collisions, retail and elementary school proximity, and high ridership transit stops. Improving the pedestrian signal heads at the intersection with Palm Avenue to include countdown indicators could improve pedestrian safety by informing people how much time remains to safely cross the six-lane roadway. The seven intersections at and between Palm Avenue and Fern Avenue may warrant further considerations for investment, as these areas were identified as having relatively high potential for multimodal trips and could benefit from amenities.

Discussions with community members, business representatives, agency staff, and other stakeholders will supplement the findings from this technical analysis and help inform the direction and approach to mobility recommendation development. Any recommendations will also be made to complement potential land use changes and urban design enhancements.

13th Street Corridor Plan
Existing Mobility Conditions

Figure 5.1 - Mobility Issues and Opportunities
Source: CR Associates (2025)

BERKELEY LOS ANGELES SAN DIEGO SAN RAFAEL
555 WEST BEECH STREET, SUITE 460  SAN DIEGO, CA 92101  (619) 718-9500  WWW.KEYSERMARSTON.COM 25062kal
11221.002.004

MEMORANDUM
To: Diego Velasco, AICP, Principal
Citythinkers
From: KEYSER MARSTON ASSOCIATES, INC.

Date: November 18, 2025
Subject: City of Imperial Beach – 13th Street Corridor Improvement Plan Financial Feasibility Analysis
I. INTRODUCTION
The City of Imperial Beach (City) is seeking to transform and revitalize the 13th Street corridor landscape, which extends from Cypress Avenue at the north and the Naval Outlying Landing Field (NOLF) to the south (Corridor). The City has engaged Citythinkers to develop a plan that includes policies and design criteria to reduce vehicle miles traveled (VMT), increase housing opportunities, improve pedestrian access to public transit, and create a more vibrant Corridor.

To support the 13th Street Corridor Improvement Plan (Plan), Keyser Marston Associates, Inc. (KMA) prepared a financial feasibility analysis to assess the development potential and feasibility of residential and mixed-use development on three (3) representative sites along the Corridor.

KMA’s financial feasibility analysis involved the following key steps:

1. In collaboraƟon with Citythinkers, formulated nine (9) development prototypes that reflect (a) prototypes consistent with exisƟng zoning; (b) prototypes that uƟlize State Density Bonus Law; and (c) prototypes that require a zoning change.

2. Collected and evaluated financial pro forma inputs and assumpƟons to esƟmate development costs, apartment rents, sales prices, value upon compleƟon, and target developer return. These esƟmates were based on a review of mulƟ-family apartment rents, ATTACHMENT 4

To: Diego Velasco, AICP, Principal November 18, 2025
Subject: 13th Street Corridor Improvement Plan – Financial Feasibility Analysis Page 2 25062kal
11221.002.004
for-sale sales prices, other financial factors, as well as KMA experience with projects of comparable development type.

3. Prepared financial pro forma models (residual land value analyses) to measure the economic feasibility of each development prototype.

As a part of this work effort, KMA also prepared an independent market assessment for residential and retail uses within the Corridor. Select market factors identified in the market assessment were used as inputs in the financial feasibility analyses.

II. DEVELOPMENT PROTOTYPES
KMA prepared financial pro forma models to evaluate the feasibility of residential and mixeduse development on select representative sites within the Corridor. The sites included the following:
• Large Lot: 0.75 acres zoned as Neighborhood Commercial and Mixed-Use 3 (C/MU-3) • Infill Lot: 0.17 acres zoned as Two-Family ResidenƟal • Commercial Corner Lot: 0.45 acres zoned as C/MU-3
Financial pro forma models are a standard tool utilized by developers and investors to analyze the feasibility of new development. Table II-1 presents a summary of the development prototypes analyzed for this study.

Table II-1: Summary of Development Prototypes
Development Prototype Illustrative Example (1) General Project Description Large Lot Prototypes
Prototype A-1: Stacked Flats
100% Market-Rate
Rental Units
In Compliance with Existing
Zoning
• 32 units/acre
• 3 stories
• 24 units
• 969 SF average unit size
• 7,025 SF retail space
• Surface parking

To: Diego Velasco, AICP, Principal November 18, 2025
Subject: 13th Street Corridor Improvement Plan – Financial Feasibility Analysis Page 3 25062kal
11221.002.004
Table II-1: Summary of Development Prototypes
Development Prototype Illustrative Example (1) General Project Description Prototype A-2: Stacked Flats
79% Market-Rate / 21% Low
Income Rental Units
Requires 33% Density Bonus
• 48 units/acre
• 4 stories
• 36 units
• 969 SF average unit size
• 7,025 SF retail space
• Surface parking
Prototype B-1: Motorcourt
100% Market-Rate
Rental Units
In Compliance with Existing
Zoning
• 35 units/acre
• 3 stories
• 26 units
• 874 SF average unit size
• 5,375 SF retail space
• Attached garages and
surface parking
Prototype B-2: Motorcourt
82% Market-Rate / 18% Low
Income Rental Units
Requires 31% Density Bonus
• 45 units/acre
• 3 stories
• 34 units
• 893 SF average unit size
• 6,711 SF retail space
• Attached garages and
surface parking
Infill Lot Prototypes
Prototype C: Single-Lot
Townhomes
100% Market-Rate
For-Sale Units
Not in Compliance with
Existing Zoning
• 24 units/acre
• 3 stories
• 4 units
• 1,245 SF average unit size
• Attached garages
Prototype D-1: Townhomes
with Attached and Detached
ADUs
100% Market-Rate
For-Sale Units
In Compliance with
Existing Zoning
• 30 units/acre
• 2 stories
• 5 units
• 1,057 SF average unit size
• Attached garages (no ADU
parking)

To: Diego Velasco, AICP, Principal November 18, 2025
Subject: 13th Street Corridor Improvement Plan – Financial Feasibility Analysis Page 4 25062kal
11221.002.004
Table II-1: Summary of Development Prototypes
Development Prototype Illustrative Example (1) General Project Description Prototype E: Townhomes and
Walk-Ups
100% Market-Rate
For-Sale Units
Not in Compliance with
Existing Zoning
• 27 units/acre
• 3 stories
• 9 units
• 1,166 SF average unit size
• Attached garages
Corner Commercial Lot Prototypes
Prototype F: Retail and Office
Mixed-Use Development
In Compliance with
Existing Zoning
• 2 stories
• 7,120 SF retail space
• 7,574 SF office space
• Surface parking
Prototype G: Stacked Flats
100% Market-Rate
Rental Units
In Compliance with
Existing Zoning
• 31 units/acre
• 3 stories
• 14 units
• 913 SF average unit size
• 3,292 SF retail space
• Surface parking
(1) Images are provided for illustrative purposes only and may not reflect the Citythinkers development concepts in their entirety.

The housing typologies assumed in the development prototypes were selected based on a variety of factors, including: (1) the densities and height limits allowed under existing zoning; (2) assimilation of the new development within the character of the Corridor; and (3) the types of residential development that demonstrated the strongest market demand in the KMA market assessment.

III. FINANCIAL PRO FORMA METHODOLOGY
KMA prepared financial pro forma analyses for each of the development prototypes to determine the supportable residual land value. The pro forma analyses include estimates for development costs, value upon completion, and targeted developer return. The outcome of the financial pro forma analyses illustrate the feasibility, in terms of residual land value, of each development prototype. Residual land value is defined as the maximum land value supported

To: Diego Velasco, AICP, Principal November 18, 2025
Subject: 13th Street Corridor Improvement Plan – Financial Feasibility Analysis Page 5 25062kal
11221.002.004
by a proposed development. It is calculated by estimating the total project value upon completion and subtracting the estimated total development costs, inclusive of an industry standard target developer return, required to develop the hypothetical project. Residual land values are then measured against recent comparable land sales to draw conclusions about financial feasibility. The residual land value outcomes in the KMA feasibility analysis represent the amount that a developer can afford to pay for land acquisition.

The assumptions utilized in the financial feasibility analyses reflect 2025 dollars and are representative of today’s current market conditions, i.e., present day development costs, sales values/market rents, operating expenses, and developer return targets. Any significant increases or decreases in these key market and industry factors will impact the financial pro forma outcomes and conclusions regarding project feasibility by prototype. Both rents and forsale prices utilized within each financial pro forma were based on the existing market conditions within the City and surrounding areas.

IV. FINANCIAL PRO FORMA MODELS
The KMA financial pro forma models test the financial feasibility of the nine (9) development prototypes. The pro forma models yield an estimate of the residual land value for each respective development prototype. The residual land value outcomes represent the amount that a developer can afford to pay for land acquisition. KMA’s complete analysis is attached to this report as Tables 1 through 9.

A. Project DescripƟons
For each prototype, KMA presents a physical description of the respective development prototype, including site area, density, residential unit mix, number of stories, parking type, and other physical attributes.

B. EsƟmated Development Costs
KMA estimated development costs for each development prototype. These estimates are based on our recent experience with comparable developments in Southern California and industry data sources. These estimates include the following components:

To: Diego Velasco, AICP, Principal November 18, 2025
Subject: 13th Street Corridor Improvement Plan – Financial Feasibility Analysis Page 6 25062kal
11221.002.004
• Direct construcƟon costs, such as off-site improvements, demoliƟon, on-site improvements, parking, shell construcƟon, ameniƟes/furniture, fixtures, and equipment (FF&E), tenant improvements (retail and office) and conƟngency. The KMA esƟmates of direct construcƟon costs also do not assume prevailing wages or costs associated with relocaƟon or environmental remediaƟon, if applicable.
• Indirect and financing costs which include architecture and engineering, permits and fees, legal and accounƟng, taxes and insurance, developer fee, markeƟng and lease-up/sales, conƟngency, and financing costs.

C. Rental ResidenƟal and Commercial Prototypes
Net Operating Income
KMA calculated net operating income (NOI) for each rental residential development prototype.

NOI is estimated by taking into account market rate rents that vary by bedroom type/size, other income, and an estimate of operating expenses, including property taxes/special assessments and replacement reserves.

For Prototypes A-2 and B-2, which assumes the development is subject to State Density Bonus Law, KMA incorporated the applicable Lower Income affordable rents (for households earning between 51% and 80% AMI). Worksheet 1 presents the assumptions used to calculate the affordable rents by bedroom type.

For prototypes where commercial space is incorporated, KMA estimated the commercial NOI.

The commercial NOI takes into account an achievable monthly rent, a vacancy factor, and an estimate of unreimbursed operating expenses.

Residual Land Values
The detailed calculation of residual land value for the rental and commercial space prototypes include estimated capitalization rates, cost of sale, and target developer profit. The cost of sale typically includes real estate broker commissions, escrow/title/recording fees, and other transaction fees.

To: Diego Velasco, AICP, Principal November 18, 2025
Subject: 13th Street Corridor Improvement Plan – Financial Feasibility Analysis Page 7 25062kal
11221.002.004
D. For-Sale (Ownership) Prototypes
Gross Sales Proceeds
KMA prepared estimates of for-sale pricing (gross sales proceeds) by unit type and bedroom size. KMA did not assume any affordable units for the for-sale prototypes.

Residual Land Value
The detailed calculation of residual land value for the for-sale prototypes includes an estimate of target developer profit and cost of sale.

The detailed residual land value models are attached to this report as Tables 1 through 9.

V. RESIDUAL LAND VALUE OUTCOMES
Development prototypes that are financially feasible generate positive land values, which indicates that a developer or investor could acquire the site, construct the development, sell or lease the completed development, and receive at least an industry standard target return on their investment. A negative residual land value indicates that the development would not be feasible unless free land was contributed and/or some form of cash contribution was provided to the project. KMA finds that all for-sale development prototypes generate positive land values and demonstrate strong financial feasibility under current market conditions. Rental housing and mixed-use development (retail and office) prototypes generate moderate positive to negative residual land values.

Tables V-1, V-2, and V-3 on the following pages presents summaries of the residual land value outcomes for each site/prototype.

TABLE V-1 Existing Zoning:

Large Lot (C/MU-3)
OVERVIEW OF FINANCIAL FEASIBILITY OUTCOMES13TH STREET CORRIDOR IMPROVEMENT PLANCITY OF IMPERIAL BEACHI. Project Description A. Site Area 0.75 Acres 0.75 Acres 0.75 Acres 0.75 AcresB. Construction TypeC. Number of Stories 3 Stories 4 Stories 3 Stories 3 StoriesD. Residential Units 24 Units 36 Units 26 Units 34 UnitsE. Average Unit Size 969 SF 969 SF 874 SF 893 SFF. Density (Units/Acre) 32 Units/Acre 48 Units/Acre 35 Units/Acre 45 Units/AcreG. Retail SF 7,025 SF 7,025 SF 5,375 SF 6,711 SFH. Parking Type II. Residual Land Value Total Per Unit Total Per Unit Total Per Unit Total Per Unit A. Net Sales Proceeds (1) $15,067,000 $628,000 $19,523,000 $542,000 $14,682,000 $565,000 $17,937,000 $528,000 B. (Less) Development Costs ($15,484,000) ($645,000) ($20,690,000) ($575,000) ($13,609,000) ($523,000) ($16,371,000) ($482,000) C. Residual Land Value ($417,000) ($17,000) ($1,167,000) ($32,000) $1,073,000 $41,000 $1,566,000 $46,000 Per SF Land ($13) /SF Land ($36) /SF Land $33 /SF Land $48 /SF Land (1) Reflects the capitalized value of the residential and commercial components, less cost of sale and developer profit.

In Compliance with Existing Zoning Requires 38% Density Bonus In Compliance with Existing Zoning Requires 31% Density Bonus Prototype A-1: Stacked Flats Prototype A-2: Stacked Flats Prototype B-1: Motorcourt Prototype B-2: Motorcourt 100% Market-Rate 79% Market-Rate / 21% Low Income 100% Market-Rate 82% Market-Rate / 18% Low Income Type V Wood Construction Type V Wood Construction Type V Wood Construction Type V Wood Construction Surface Surface Garages (alley access) / Surface Garages (alley access) / Surface Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 309 of 344 Page
8 TABLE V-2 Existing Zoning:

Infill Lot (R-3000)
OVERVIEW OF FINANCIAL FEASIBILITY OUTCOMES13TH STREET CORRIDOR IMPROVEMENT PLANCITY OF IMPERIAL BEACHI. Project Description A. Site Area 0.17 Acres 0.17 Acres 0.33 Acres
B. Construction TypeC. Number of Stories 3 Stories 2 Stories 3 StoriesD. Residential Units 4 Units 5 Units 9 UnitsE. Average Unit Size 1,245 SF 1,057 SF 1,166 SF F. Density (Units/Acre) 24 Units/Acre 30 Units/Acre 27 Units/Acre G. Retail SF 0 SF 0 SF 0 SFH. Parking Type
II. Residual Land Value Total Per Unit Total Per Unit Total Per Unit A. Net Sales Proceeds (1) $2,708,000 $677,000 $2,742,000 $548,000 $5,650,000 $628,000 B. (Less) Development Costs ($1,977,000) ($494,000) ($2,138,000) ($428,000) ($4,130,000) ($459,000) C. Residual Land Value $731,000 $183,000 $604,000 $121,000 $1,520,000 $169,000 Per SF Land $101 /SF Land $83 /SF Land $106 /SF Land
(1) Reflects total gross sales proceeds, less cost of sale and developer profit.

Attached Garages Garages (alley access) Garages (alley access) / Surface Prototype C: Single-Lot Townhomes Prototype D-1: Townhomes w/Attached and Detached ADUs Prototype E: Townhomes/ Walk-Ups Not in Compliance with Existing Zoning In Compliance with Existing Zoning Not in Compliance with Existing Zoning Type V Wood Construction Type V Wood Construction Type V Wood Construction Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 310 of 344 Page
9 TABLE V-3 Existing Zoning:

Commercial Lot (C/MU-3)
OVERVIEW OF FINANCIAL FEASIBILITY OUTCOMES13TH STREET CORRIDOR IMPROVEMENT PLANCITY OF IMPERIAL BEACHI. Project Description A. Site Area 0.45 Acres 0.45 Acres
B. Construction TypeC. Number of Stories 2 Stories 3 Stories D. Residential Units 0 Units 14 UnitsE. Average Unit Size 0 SF 913 SF F. Density (Units/Acre) 0 Units/Acre 31 Units/Acre
G. Retail SF 7,120 SF 3,292 SF
H. Office SF 7,574 SF 0 SF
I. Parking Type
II. Residual Land Value Total Per SF GBA Total Per Unit A. Net Sales Proceeds (1) $4,057,000 $276 $8,550,000 $611,000 B. (Less) Development Costs ($4,740,000) ($323) ($8,122,000) ($580,000) C. Residual Land Value ($683,000) ($46) $428,000 $31,000 Per SF Land ($35) /SF Land $22 /SF Land
(1) Reflects the capitalized value of the residential and commercial components, less cost of sale and developer profit.

Type V Wood Construction Type V Wood Construction
Surface Surface
Prototype F: Retail and Office MixedUse Development
In Compliance with Existing Zoning In Compliance with Existing Zoning Prototype G: Stacked Flats
100% Market-Rate
Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 311 of 344

To: Diego Velasco, AICP, Principal November 18, 2025
Subject: 13th Street Corridor Improvement Plan – Financial Feasibility Analysis Page 11 25062kal
11221.002.004
VI. FACTORS AFFECTING FINANCIAL FEASIBILITY
A. Development and Market Factors
Table VI-1 presents key development and market factors affecting financial feasibility of each product type.

Table VI-1: Factors Affecting Financial Feasibility
Product Type
Residual Land
Value Outcomes (1) Factors Affecting Financial Feasibility Stacked Flats
Rental
Prototypes
A-1 and A-2
Negative
• Stacked flat configuraƟons carry high construcƟon costs (even without structured parking).
• Building configuraƟon is less efficient than other rental product types due to long corridors, more circulaƟon
space, more shared walls, and share of mechanical,
electrical, and plumbing (MEP) fixtures. Therefore,
costs on a per-SF basis are higher when compared to
less dense residenƟal product types.
• Financing costs for rental apartments may yield high
interest rates and debt service coverage requirements.

Motorcourt
Rental
Prototypes
B-1 and B-2
Moderate
Positive
• Motorcourt units are a simpler type of construcƟon
than stacked flat units.
• Units are built in side-by-side configuraƟon that
contains less concentrated MEP and liƩle to no
common area. Therefore, costs on a per-SF basis are
lower when compared to stacked flat units.
• Financing costs for rental apartments may yield high
interest rates and debt service coverage requirements.

Townhomes/ADUs
For-Sale
Prototypes
C, D-1, and E
Strong
Positive
• Similar to motorcourt units, townhomes and ADUs
carry lower costs on a per-SF basis when compared to
higher density product types.
• Financing costs for townhomes are lower than stackedflat apartments as lenders perceive less risk associated with the selling of individual homes.
• For-sale townhomes are highly desirable (with or
without an ADU) in the City and can achieve high sales
prices resulƟng in highly feasible financial outcomes.

To: Diego Velasco, AICP, Principal November 18, 2025
Subject: 13th Street Corridor Improvement Plan – Financial Feasibility Analysis Page 12 25062kal
11221.002.004
Table VI-1: Factors Affecting Financial Feasibility
Product Type
Residual Land
Value Outcomes (1) Factors Affecting Financial Feasibility Retail and Office
Mixed-Use
Development
Prototype F
Negative
• Retail and office in a mixed-use configuraƟon require tall ground floor ceiling heights, more robust HVAC ,
fire suppression, uƟlity capacity, and ADA accessibility which can be costly on a per-SF basis.
• Commercial uses require upfront tenant improvements
to build out the spaces which adds project costs.
• Office space may be challenging as the City is not wellposiƟoned as an office market resulƟng in more risk.

Further, office lease rates in the City are projected to be low when compared to tradiƟonal office markets.
• Financing costs are higher than residenƟal projects as there is more risk involved in terms of lease-up,
vacancy, and slow absorpƟon.

Stacked Flats
Rental
Prototype G
Moderate
Positive
• Stacked flat configuraƟons carry high construcƟon costs (even without structured parking).
• Building configuraƟon is less efficient than other rental product types due to long corridors, more circulaƟon
space, more shared walls, and share of mechanical,
electrical, and plumbing (MEP) fixtures. Therefore,
costs on a per-SF basis are higher when compared to
less dense residenƟal product types.
• Small-scale retail generates high lease rates on a per-SF basis, resulƟng in a posiƟve impact on project
feasibility.
• Financing costs for mixed-use projects may yield high interest rates and debt service coverage requirements.
(1) Residual land value outcomes are defined as follows:

Strong = indicates that the project is feasible and can support cost of land in an open compeƟƟve market Moderate = indicates that the project may be feasible but only if land costs are low and/or incenƟves are available to encourage development of the project
NegaƟve = indicates that the project is infeasible
As indicated above, factors that could increase project feasibility include: lower development costs; increases in market rents/sales values; implementation or assistance with infrastructure requirements; and/or upzoning.

To: Diego Velasco, AICP, Principal November 18, 2025
Subject: 13th Street Corridor Improvement Plan – Financial Feasibility Analysis Page 13 25062kal
11221.002.004
B. Other Factors: Tijuana River Crisis
While the factors noted above could strengthen feasibility, it is important to note that the ongoing Tijuana River sewage crisis has become a significant barrier to real estate development in the City, particularly for new housing. Persistent beach closures, public health concerns, and the perception of environmental instability have weakened market confidence and made it more difficult for developers to pursue investment in new residential projects. However, funding and mitigation efforts are underway.

To date, more than $650 million in Federal funding has been appropriated to repair and expand the South Bay International Wastewater Treatment Plant (SBIWTP) in San Diego, administered by the U.S. Section of the International Boundary and Water Commission. Secured through multiple congressional appropriations between 2021 and 2024, these funds are intended to double the SBIWTP’s treatment capacity from 25 to 50 million gallons per day and will improve reliability in capturing and treating transboundary wastewater flows from Mexico.

In parallel, the Government of Mexico has committed approximately $144 million (USD) under Minute No. 328 of the 1944 Water Treaty, which provides a framework for binational investment in wastewater infrastructure. These funds are directed toward improving collection, conveyance, and treatment systems in Tijuana that complement U.S. projects at the international border. Building on this framework, a July 2025 Memorandum of Understanding signed in Mexico City between the U.S. Environmental Protection Agency (EPA) and the IBWC aims to accelerate implementation of binational infrastructure projects to end the Tijuana River sewage crisis. Key provisions include: Mexico fulfilling its financial commitments and expediting construction timelines; the U.S. releasing EPA-administered funds for priority projects; and advancing the SBIWTP expansion to 50 million gallons per day by December 31, 2027. This agreement compresses the project schedule established under Minute 328, with the shared goal of eliminating cross-border sewage flows by the end of 2027.

Additional support for cross-border wastewater management has been authorized through the Water Resources Development Act of 2024, which includes $200 million to enable the U.S.

Army Corps of Engineers to participate in binational planning, sediment management, and ecosystem restoration projects within the Tijuana River Valley.

At the State level, the California Climate Bond (Proposition 4, approved November 2024) allocates funding to support coastal resilience, water-quality improvement, and habitat

To: Diego Velasco, AICP, Principal November 18, 2025
Subject: 13th Street Corridor Improvement Plan – Financial Feasibility Analysis Page 14 25062kal
11221.002.004
restoration. Within this framework, approximately $30 million is dedicated to wetland restoration projects in the Tijuana Estuary, and an additional $46 million is allocated for pollution control and border infrastructure improvements designed to reduce cross-border contamination and enhance regional water quality.

Collectively, these Federal, binational, and State investments represent the most comprehensive and coordinated financial commitment to date to restore water quality, protect public health, and enhance ecosystem resilience along the U.S.–Mexico border. As these projects are implemented, the City will benefit from cleaner coastal waters, revitalized public spaces, and expanded recreational and ecotourism opportunities.

FINANCIAL FEASIBILITY ANALYSIS
13th STREET CORRIDOR IMPROVEMENT PLAN

CITY OF IMPERIAL BEACH

Existing Zoning:

Large Lot (C/MU-3)
TABLE 1PROJECT DESCRIPTIONS13TH STREET CORRIDOR IMPROVEMENT PLANCITY OF IMPERIAL BEACHI. Site Size 0.75 Acres 0.75 Acres 0.75 Acres 0.75 AcresII. Construction Type Type V Type V Type V Type VIII. Number of Stories 3 Stories 4 Stories 3 Stories 3 StoriesIV. Floor Area Ratio (FAR) 1.28 1.72 1.20 1.48V. Residential Units Number of Units 24 Units 36 Units 26 Units 34 UnitsAverage Unit Size 969 SF 969 SF 874 SF 893 SFDensity 32 Units/Acre 48 Units/Acre 35 Units/Acre 45 Units/Acre Tenure Rental Rental Rental Rental
VI. Gross Building Area (GBA)
Residential
Net Residential 23,260 SF 34,890 SF 22,724 SF 30,373 SFCirculation/Lobby 11,346 SF 14,023 SF 11,122 SF 11,122 SF Total Residential GBA 34,606 SF 48,913 SF 33,846 SF 41,495 SF Retail GBA 7,025 SF 7,025 SF 5,375 SF 6,711 SF
Total GBA (1) 41,631 SF 55,938 SF 39,221 SF 48,206 SF
VII. Parking
TypeParking Spaces
Residential 37 Spaces 37 Spaces 30 Spaces 37 Spaces
Retail 11 Spaces 11 Spaces 8 Spaces 0 Spaces
Total Parking Spaces 48 Spaces 48 Spaces 38 Spaces 37 SpacesParking Ratio - Residential 1.54 Spaces/Unit 1.03 Spaces/Unit 1.15 Spaces/Unit 1.09 Spaces/UnitParking Ratio - Retail 1.57 Spaces/1,000 SF 1.57 Spaces/1,000 SF 1.49 Spaces/1,000 SF 0.00 Spaces/1,000 SF (1) Includes residential lobby, amenities, storage/maintenance, and circulation. Excludes parking and open space (balconies).

Prototype B-2: Motorcourt
Requires 31% Density Bonus
Garages (alley access) / Surface
100% Market-Rate 79% Market-Rate / 21% Low Income 100% Market-Rate 82% Market-Rate / 18% Low Income Prototype B-1: Motorcourt
Surface Garages (alley access) / Surface
Prototype A-1: Stacked Flats
In Compliance with Existing Zoning In Compliance with Existing Zoning Prototype A-2: Stacked Flats
Requires 38% Density Bonus
Surface
Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 317 of 344

Existing Zoning:

Large Lot (C/MU-3)
TABLE 2ESTIMATE OF DEVELOPMENT COSTS13TH STREET CORRIDORCITY OF IMPERIAL BEACHI. Direct Costs Sitework (1)(2) $30 /SF Land $977,000 $30 /SF Land $977,000 $30 /SF Land $977,000 $30 /SF Land $977,000 Demolition (3) $10 /SF Existing $193,000 $10 /SF Existing $193,000 $10 /SF Existing $193,000 $10 /SF Existing $193,000Parking $0 $0 $0 $0Shell Construction - Residential $275 /SF GBA $9,517,000 $275 /SF GBA $13,451,000 $250 /SF GBA $8,462,000 $250 /SF GBA $10,374,000Shell Construction - Retail $125 /SF GBA $878,000 $125 /SF GBA $878,000 $125 /SF GBA $672,000 $125 /SF GBA $839,000Tenant Improvements - Retail $30 /SF - Retail $211,000 $30 /SF - Retail $211,000 $30 /SF - Retail $161,000 $30 /SF - Retail $201,000FF&E/Amenities $1,500 /Unit $36,000 $1,500 /Unit $54,000 $1,500 /Unit $39,000 $1,500 /Unit $51,000Contingency 5.0% of Directs $591,000 5.0% of Directs $788,000 5.0% of Directs $525,000 5.0% of Directs $632,000 Total Direct Costs $298 /SF GBA $12,403,000 $296 /SF GBA $16,552,000 $281 /SF GBA $11,029,000 $275 /SF GBA $13,267,000 II. Indirect/Financing Costs
City Permits and Fees (2) $25,000 /Unit $600,000 $23,000 /Unit $828,000 $25,000 /Unit $650,000 $23,000 /Unit $782,000 Indirect/Financing Costs (4) 20.0% of Directs $2,481,000 20.0% of Directs $3,310,000 17.5% of Directs $1,930,000 17.5% of Directs $2,322,000 Total Indirect/Financing Costs 24.8% of Directs $3,081,000 25.0% of Directs $4,138,000 23.4% of Directs $2,580,000 23.4% of Directs $3,104,000 III. Total Development Costs $372 /SF GBA $15,484,000 $370 /SF GBA $20,690,000 $347 /SF GBA $13,609,000 $340 /SF GBA $16,371,000 Per Unit $645,000 $575,000 $523,000 $482,000
(1) Does not include allowance for remediation, environmental ,or other extraordinary site conditions.(2) Estimate; not verified by KMA or City.(3) Assumes demolition of 19,250 SF of existing residential and commercial structures.(4) Includes architecture & engineering, legal & accounting, taxes & insurance, developer fee, marketing/leasing, and other indirects.

Included Above Included Above Included Below Included Below In Compliance with Existing Zoning Requires 38% Density Bonus In Compliance with Existing Zoning Requires 31% Density Bonus Prototype A-1: Stacked Flats Prototype A-2: Stacked Flats Prototype B-1: Motorcourt Prototype B-2: Motorcourt 100% Market-Rate 79% Market-Rate / 21% Low Income 100% Market-Rate 82% Market-Rate / 18% Low Income Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 318 of 344

Existing Zoning:

Large Lot (C/MU-3)
TABLE 3NET OPERATING INCOME (NOI)13TH STREET CORRIDOR IMPROVEMENT PLANCITY OF IMPERIAL BEACHI. Residential Value Units Unit SF $/SF $/Month Total Annual Units Unit SF $/SF $/Month Total Annual Units Unit SF $/SF $/Month Total Annual Units Unit SF $/SF $/Month Total Annual A. Gross Scheduled Income - Market-Rate
One Bedroom 4 658 $4.25 $2,800 $134,000 5 658 $4.25 $2,800 $168,000 10 658 $4.15 $2,730 $328,000 12 658 $4.15 $2,730 $393,000 Two Bedroom - Plan 1 8 890 $3.75 $3,340 $321,000 10 890 $3.75 $3,340 $401,000 8 890 $3.65 $3,250 $312,000 6 890 $3.65 $3,250 $234,000Two Bedroom - Plan 2 4 1,107 $3.25 $3,600 $173,000 4 1,107 $3.25 $3,600 $173,000 2 1,107 $3.15 $3,490 $84,000 1 1,107 $3.15 $3,490 $42,000Three Bedroom 8 1,135 $3.50 $3,970 $381,000 11 1,135 $3.50 $3,970 $524,000 6 1,135 $3.40 $3,860 $278,000 10 1,135 $3.40 $3,860 $463,000Total/Average 24 969 $3.61 $3,503 $1,009,000 30 970 $3.63 $3,517 $1,266,000 26 874 $3.67 $3,212 $1,002,000 29 886 $3.67 $3,253 $1,132,000 B. Gross Scheduled Income - Affordable (1)
One Bedroom 1 658 $2.22 $1,460 $18,000 1 658 $2.22 $1,460 $18,000Two Bedroom - Plan 1 2 890 $1.82 $1,618 $39,000 2 890 $1.82 $1,618 $39,000Two Bedroom - Plan 2 2 1,107 $1.46 $1,618 $39,000 1 1,107 $1.46 $1,618 $19,000Three Bedroom 1 1,135 $1.56 $1,765 $21,000 1 1,135 $1.56 $1,765 $21,000Total/Average 6 965 $1.68 $1,625 $117,000 5 936 $1.73 $1,617 $97,000Add: Other Income $100 /Unit/Month $29,000 $100 /Unit/Month $43,000 $75 /Unit/Month $23,000 $75 /Unit/Month $31,000 Total Gross Scheduled Income (GSI) $1,038,000 $1,426,000 $1,025,000 $1,260,000 (Less) Vacancy 5.0% of GSI ($52,000) 5.0% of GSI ($71,000) 5.0% of GSI ($51,000) 5.0% of GSI ($63,000) C. Effective Gross Income (EGI) $986,000 $1,355,000 $974,000 $1,197,000D. Operating Expenses (Less) Operating Expenses $5,000 /Unit/Year ($120,000) $5,000 /Unit/Year ($180,000) $4,500 /Unit/Year ($117,000) $4,500 /Unit/Year ($153,000)(Less) Property Taxes(2) $6,750 /Unit/Year ($162,000) $6,080 /Unit/Year ($219,000) $6,150 /Unit/Year ($160,000) $5,740 /Unit/Year ($195,000) (Less) Replacement Reserves $250 /Unit/Year ($6,000) $250 /Unit/Year ($9,000) $200 /Unit/Year ($5,000) $200 /Unit/Year ($7,000) Total Operating Expenses $12,000 /Unit/Year ($288,000) $13,600 /Unit/Year ($408,000) $10,800 /Unit/Year ($282,000) $12,200 /Unit/Year ($355,000) E. NOI - Residential $698,000 $947,000 $692,000 $842,000 F. Capitalized Value Upon Completion @ 4.75% Cap Rate $14,695,000 4.75% Cap Rate $19,937,000 4.75% Cap Rate $14,568,000 4.75% Cap Rate $17,726,000 II. Commercial Value Rentable SF Total Annual Rentable SF Total Annual Rentable SF Total Annual Rentable SF Total Annual A. Gross Scheduled Income (GSI) 7,025 $2.75 /SF/Month $232,000 7,025 $2.75 /SF/Month $232,000 5,375 $2.75 /SF/Month $177,000 6,711 $2.75 /SF/Month $221,000 (Less) Vacancy 10.0% of GSI ($23,000) 10.0% of GSI ($23,000) 10.0% of GSI ($18,000) 10.0% of GSI ($22,000) B. Effective Gross Income (EGI) $209,000 $209,000 $159,000 $199,000 (Less) Uninreimbursed Operating Expenses 5.0% of GSI ($12,000) 5.0% of GSI ($12,000) 5.0% of GSI ($9,000) 5.0% of GSI ($11,000) C. NOI - Commercial $197,000 $197,000 $150,000 $188,000D. Capitalized Value Upon Completion @ 6.50% Cap Rate $3,031,000 6.50% Cap Rate $3,031,000 6.50% Cap Rate $2,308,000 6.50% Cap Rate $2,892,000 (1) See Worksheet 1.(2) Based on capitalized income approach; assumes a 1.10% tax rate and 4.75% cap rate.(3) Reflects triple net rent (NNN) which includes the base rent, property taxes, insurance, and maintenance/repair costs 79% Market-Rate / 21% Low Income 100% Market-Rate
Prototype B-2: Motorcourt
Requires 31% Density Bonus
Monthly Rent (3)
82% Market-Rate / 18% Low Income
Not Applicable Not Applicable
Requires 38% Density Bonus
Monthly Rent (3)
Prototype A-1: Stacked Flats Prototype B-1: Motorcourt
In Compliance with Existing Zoning In Compliance with Existing Zoning Monthly Rent (3) Monthly Rent (3)
Prototype A-2: Stacked Flats
100% Market-Rate
Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 319 of 344

WORKSHEET 1 California Redevelopment Law
Lower Income (Households between 51% and 80% AMI)
RESTRICTED RENTS - LOWER INCOME Rental Rates13TH STREET CORRIDOR IMPROVEMENT PLANCITY OF IMPERIAL BEACH Number of Bedrooms 0123
A. California Redevelopment Law
Assumed Family Size (1) 1.0 2.0 3.0 4.0
Median Income (2) $91,550 $104,650 $117,700 $130,800
Percent of AMI 60% 60% 60% 60%Household Income $54,930 $62,790 $70,620 $78,480Income Allocation to Housing 30% 30% 30% 30%Monthly Housing Cost $1,373 $1,570 $1,766 $1,962(Less) Utility Allowance ($94) ($110) ($148) ($197) B. Maximum Monthly Rent (3) $1,279 $1,460 $1,618 $1,765 (1) As defined in California Health & Safety Code §50052.5.(2) State of California Department of Housing and Community Development (HCD) 2025 income limits.(3) Electric Cooking $18 $21 $27 $37Other Electric $11 $13 $18 $24Electric Water Heating $41 $48 $67 $86Air Conditioning $24 $28 $36 $50 Total Utilities $94 $110 $148 $197Source: San Diego County Department of Housing and Community Development Utility Allowance, effective March 1, 2025. Based on the following utility allowance profile:

Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2; 11/18/2025;ema Page 320 of 344

Existing Zoning:

Large Lot (C/MU-3)
TABLE 4RESIDUAL LAND VALUE13TH STREET CORRIDOR IMPROVEMENT PLANCITY OF IMPERIAL BEACHI. Net Sales Proceeds A. Capitalized Value Upon Completion - Residential $14,695,000 $19,937,000 $14,568,000 $17,726,000B. Capitalized Value Upon Completion - Commercial $3,031,000 $3,031,000 $2,308,000 $2,892,000 C. Total Capitalized Value Upon Completion $17,726,000 $22,968,000 $16,876,000 $20,618,000D. (Less) Cost of Sale @ 3.0% of Value ($532,000) 3.0% of Value ($689,000) 3.0% of Value ($506,000) 3.0% of Value ($619,000)E. (Less) Developer Profit @ 12.0% of Value ($2,127,000) 12.0% of Value ($2,756,000) 10.0% of Value ($1,688,000) 10.0% of Value ($2,062,000)F. Net Sales Proceeds $15,067,000 $19,523,000 $14,682,000 $17,937,000 II. Residual Land Value
A. Net Sales Proceeds $15,067,000 $19,523,000 $14,682,000 $17,937,000 B. (Less) Development Costs ($15,484,000) ($20,690,000) ($13,609,000) ($16,371,000) C. Residual Land Value ($417,000) ($1,167,000) $1,073,000 $1,566,000 Per Unit ($17,000) ($32,000) $41,000 $46,000
Per SF Site ($13) ($36) $33 $48
Prototype B-2: Motorcourt
82% Market-Rate / 18% Low Income
Requires 31% Density Bonus
Prototype A-1: Stacked Flats Prototype B-1: Motorcourt
In Compliance with Existing Zoning In Compliance with Existing Zoning 100% Market-Rate 100% Market-Rate
Prototype A-2: Stacked Flats
79% Market-Rate / 21% Low Income
Requires 38% Density Bonus
Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 321 of 344

Existing Zoning:

Infill Lot (R-3000) TABLE 5
PROJECT DESCRIPTION AND ESTIMATE OF DEVELOPMENT COSTS13TH STREET CORRIDOR IMPROVEMENT PLANCITY OF IMPERIAL BEACHI. Project Description Site Size 0.17 Acres 0.17 Acres 0.33 AcresConstruction Type Type V Type V Type VNumber of Stories 3 Stories 2 Stories 3 StoriesFloor Area Ratio (FAR) 0.69 0.73 0.73Number of Units 4 Units 5 Units 9 UnitsAverage Unit Size 1,245 SF 1,057 SF 1,166 SFDensity 24 Units/Acre 30 Units/Acre 27 Units/AcreTenure For-Sale For-Sale For-SaleGross Building Area (GBA) (1) 4,980 SF 5,287 SF 10,497 SF Parking TypeParking Spaces 8 Spaces 4 Spaces (2) 19 Spaces Parking Ratio 2.00 Spaces/Unit 0.80 Spaces/Unit 2.11 Spaces/Unit II. Development Costs
Sitework (3)(4) $40 /SF Land $291,000 $40 /SF Land $291,000 $35 /SF Land $500,000 Demolition (5) $15 /SF Existing $124,000 $15 /SF Existing $124,000 $15 /SF Existing $124,000Parking $0 $0 $0Shell Construction $220 /SF GBA $1,096,000 $230 /SF GBA $1,216,000 $240 /SF GBA $2,519,000FF&E/Amenities $0 /Unit $0 $0 /Unit $0 $0 /Unit $0Contingency 5.0% of Directs $76,000 5.0% of Directs $82,000 5.0% of Directs $157,000 Subtotal Direct Costs $319 /SF GBA $1,587,000 $324 /SF GBA $1,713,000 $314 /SF GBA $3,300,000City Permits and Fees (3) $28,000 /Unit $112,000 $25,000 /Unit $125,000 $28,000 /Unit $252,000 Indirect/Financing Costs (6) 17.5% of Directs $278,000 17.5% of Directs $300,000 17.5% of Directs $578,000 Total Development Costs $397 /SF GBA $1,977,000 $404 /SF GBA $2,138,000 $393 /SF GBA $4,130,000 Per Unit $494,000 $428,000 $459,000
(1) Excludes circulation, open space (balconies), and parking. (4) Does not include allowance for remediation, environmental, or other extraordinary site conditions(2) (5) Assumes demolition of 8,280 SF of existing commercial structures. (6)
(3) Estimate; not verified by KMA or City.

Includes architecture & engineering, legal & accounting, taxes & insurance, developer fee, marketing/leasing, and other indirects.

Prototype C: Single-Lot Townhomes Prototype D-1: Townhomes w/Attached and Detached ADUs Prototype E: Townhomes/ Walk-Ups Included Below Included Below Included Below
Not in Compliance with Existing Zoning Not in Compliance with Existing Zoning Attached Garages Garages (alley access)
In Compliance with Existing Zoning
Garages (alley access)
Accessory Dwelling Units (ADUs) under 1,000 SF, near transit, or within a primary structure are not required to provide parking.

Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 322 of 344

Existing Zoning:

Infill Lot (R-3000)
TABLE 6NET SALES PROCEEDS AND RESIDUAL LAND VALUE13TH STREET CORRIDOR IMPROVEMENT PLANCITY OF IMPERIAL BEACHI. Residential Sales Units Unit SF $/SF Sales Price Total Units Unit SF $/SF Sales Price Total Units Unit SF $/SF Sales Price Total A. Gross Sales Proceeds
Two Bedroom/One Bath ADU 0 0 $0 $0 $0 1 777 $625 $486,000 $486,000 0 0 $0 $0 $0 Three Bedroom/Two w/Half Bath Detached ADU 0 0 $0 $0 $0 2 924 $600 $554,000 $1,108,000 0 0 $0 $0 $0 Three Bedroom/Two Bath - Plan 1 0 0 $0 $0 $0 0 0 $0 $0 $0 3 832 $675 $562,000 $1,686,000 Three Bedroom/Two Bath - Plan 2 0 0 $0 $0 $0 0 0 $0 $0 $0 3 933 $650 $606,000 $1,818,000Three Bedroom/Two w/Half Bath 0 0 $0 $0 $0 2 1,331 $585 $779,000 $1,558,000 0 0 $0 $0 $0 Three Bedroom/Three Bath 4 1,245 $625 $778,000 $3,112,000 0 0 $0 $0 $0 0 0 $0 $0 $0 Three Bedroom/Four Bath 0 0 $0 $0 $0 0 0 $0 $0 $0 3 1,734 $575 $997,000 $2,991,000 Total/Average 4 1,245 $625 $778,000 $3,112,000 5 1,057 $596 $630,000 $3,152,000 9 1,166 $619 $722,000 $6,495,000 B. (Less) Cost of Sale 3.0% of Value ($93,000) 3.0% of Value ($95,000) 3.0% of Value ($195,000) C. (Less) Developer Profit 10.0% of Value ($311,000) 10.0% of Value ($315,000) 10.0% of Value ($650,000) D. Net Sales Proceeds $2,708,000 $2,742,000 $5,650,000
II. Residual Land Value
A. Net Sales Proceeds $2,708,000 $2,742,000 $5,650,000
B. (Less) Development Costs ($1,977,000) ($2,138,000) ($4,130,000)C. Residual Land Value $731,000 $604,000 $1,520,000 Per Unit $183,000 $121,000 $169,000Per SF Site $101 $83 $106 Prototype C: Single-Lot Townhomes Prototype E: Townhomes/Walk-Ups Not in Compliance with Existing Zoning Not in Compliance with Existing Zoning ototype D-1: Townhomes w/Attached and Detached AD
In Compliance with Existing Zoning
Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 323 of 344

Existing Zoning:

TABLE 7 Commercial Lot (C/MU-3)

PROJECT DESCRIPTION AND ESTIMATE OF DEVELOPMENT COSTS
13TH STREET CORRIDOR IMPROVEMENT PLAN

CITY OF IMPERIAL BEACH
I. Project Description
Site Size 0.45 Acres 0.45 Acres
Construction Type Type V Type V
Number of Stories 2 Stories 3 Stories
Floor Area Ratio (FAR) 0.75 1.07
Number of Units --- Units 14 Units
Average Unit Size --- SF 913 SF
Density --- Units/Acre 31 Units/Acre
Tenure --- Rental
Gross Building Area (GBA)
Residential
Net Residential 0 SF 12,786 SF
Circulation/Lobby 0 SF 4,682 SF
Total Residential GBA 0 SF 17,468 SF
Retail GBA 7,120 SF 3,292 SF
Office GBA 7,574 SF 0 SF
Total GBA (1) 14,694 SF 20,760 SF
Parking Type
Parking Spaces
Residential 0 Spaces 15 Spaces
Retail 14 Spaces 5 Spaces
Office 9 Spaces 0 Spaces
Total Parking Spaces 23 Spaces 20 Spaces
Parking Ratio - Residential --- Spaces/Unit 1.07 Spaces/Unit Parking Ratio - Commercial 1.57 Spaces/1,000 SF 1.52 Spaces/1,000 SF II. Development Costs
Sitework (2)(3) $35 /SF Land $682,000 $35 /SF Land $682,000 Demolition (4) $8 /SF Existing $41,000 $8 /SF Existing $41,000 Parking $0 $0
Shell Construction - Residential $0 /SF GBA $0 $275 /SF GBA $4,804,000 Shell Construction - Commercial $150 /SF GBA $2,204,000 $150 /SF GBA $494,000 Tenant Improvements - Retail $30 /SF - Retail $214,000 $30 /SF - Retail $99,000 Tenant Improvements - Office $40 /SF - Office $303,000 $0 /SF - Office $0 FF&E/Amenities $0 /SF GBA $0 $3,500 /Unit $49,000
Contingency 5.0% of Directs $172,000 5.0% of Directs $308,000 Subtotal Direct Costs $246 /SF GBA $3,616,000 $312 /SF GBA $6,477,000 City Permits and Fees (2) $15 /SF GBA $220,000 $25,000 /Unit $350,000 Indirect/Financing Costs (4) 25.0% of Directs $904,000 20.0% of Directs $1,295,000 Total Development Costs $323 /SF GBA $4,740,000 $391 /SF GBA $8,122,000 Per Unit --- $580,000
(1) Excludes open space (balanconies/terraces).
(2) Estimate; not verified by KMA or City.
(3) Does not include allowance for remediation, environmental, or other extraordinary site conditions. (4) Assumes demolition of 5,064 SF of existing residential structures. (5) Includes architecture & engineering, legal & accounting, taxes & insurance, developer fee, marketing/leasing, and other indirects.

Included Above Included Above
Prototype F: Retail and Office MixedUse Development
In Compliance with Existing Zoning In Compliance with Existing Zoning Surface Surface
Prototype G: Stacked Flats
100% Market-Rate
Prepared by: Keyser Marston Associates, Inc.

Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 324 of 344

Existing Zoning:

Commercial Lot (C/MU-3) TABLE 8
NET OPERATING INCOME (NOI)13TH STREET CORRIDOR IMPROVEMENT PLANCITY OF IMPERIAL BEACHI. Residential Value Units Unit SF $/SF $/Month Total Annual Units Unit SF $/SF $/Month Total Annual A. Gross Scheduled Income (GSI)
One Bedroom 4 658 $4.35 $2,860 $137,000
Two Bedroom/Two Bath - Plan 1 4 890 $3.85 $3,430 $165,000Two Bedroom/Two Bath - Plan 2 2 1,027 $3.50 $3,590 $86,000Three Bedroom 4 1,135 $3.60 $4,090 $196,000 Total/Average 14 913 $3.81 $3,476 $584,000Add: Other Income $100 /Unit/Month $17,000 Total GSI - Residential $601,000
(Less) Vacancy 5.0% of GSI ($30,000)
B. Effective Gross Income (EGI) $571,000C. Operating Expenses (Less) Operating Expenses $5,000 /Unit/Year ($70,000)
(Less) Property Taxes $6,640 /Unit/Year ($94,000) (3)
(Less) Replacement Reserves $250 /Unit/Year ($4,000)
Total Operating Expenses $11,900 /Unit/Year ($168,000)
D. NOI - Residential $403,000E. Capitalized Value Upon Completion @ --- Cap Rate --- 4.75% Cap Rate $8,484,000 II. Commercial Value Rentable SF Total Annual Rentable SF Total Annual A. Gross Scheduled Income (GSI)
Retail 7,120 $2.75 /SF/Month (1) $235,000 3,292 $3.00 /SF/Month (1) $119,000 Office 7,574 $2.50 /SF/Month (2) $227,000 0 $0.00 /SF/Month (2) $0 Total GSI - Commercial $462,000 $119,000
(Less) Vacancy 20.0% of GSI ($92,000) 10.0% of GSI ($12,000) B. Effective Gross Income (EGI) $370,000 $107,000
(Less) Uninreimbursed Operating Expenses - Retail 5.0% of GSI ($12,000) 5.0% of GSI ($6,000) C. NOI - Commercial $358,000 $101,000
D. Capitalized Value Upon Completion @ 7.50% Cap Rate $4,773,000 6.50% Cap Rate $1,554,000 (1) Reflects triple net (NNN) rent which includes the base rent, property taxes, insurance, and maintenance/repair costs.(2) Reflects full-service gross (FSG) rent which includes the base rent and all operational costs. (3) Based on capitalized income approach; assumes a 1.10% tax rate and 4.75% cap rate.

Prototype F: Retail and Office Mixed-Use
Development
In Compliance with Existing Zoning In Compliance with Existing Zoning Monthly Rent Monthly Rent
Not Applicable
Prototype G: Stacked Flats
100% Market-Rate
Prepared by: Keyser Marston Associates, Inc.Filename: Imperial Beach-13th Street_Feasibility Study_v2\11/18/2025; ema Page 325 of 344