Laguna Beach City Council
September 22, 2026

Kittelson & Associates, Inc.

TECHNICAL MEMORANDUM
August 9, 2026 Project# 30640
To: Wendy Jung, Principal Planner
Anthony Viera, Planning Manager
City of Laguna Beach
From: David Laurens
CC: Ashley Brodkin (De Novo), Tim Erney (Kittelson)
RE: Laguna Beach Comprehensive Zoning Code Update –
Task 1.1 Review of Existing Parking-Related Policies, Codes, and Comparable Cities 1 Purpose and Overview
The City of Laguna Beach is evaluating its non-residential parking requirements as part of the Comprehensive Zoning Code Update. Many of the existing standards reflect an earlier era of development and may not fully support today’s mix of local businesses, visitor activity, and built-out commercial areas.

Updating these requirements is an opportunity to ensure the parking framework aligns with the City’s current policy goals and the realities of operating in a constrained coastal environment.

This memo summarizes the City documents that guide parking policy, outlines the current non-residential parking requirements, and reviews how comparable coastal cities approach similar challenges. Together, these elements provide the context needed for the next steps in the study, including assessing parking conditions, exploring blended parking rates, and preparing recommendations for updated zoning code language.
2 Parking Policy Context
Laguna Beach’s commercial districts operate within a coastal, visitor-driven environment where residents, employees, and tourists all rely on limited on-street parking spaces and off-street parking facilities. In addition to year-round tourism, seasonal peaks create continual demand on available supply. In addition, most commercial parcels are small and already developed, leaving little room to add on-site parking.

The City has also invested in reducing reliance on private vehicles. Laguna Beach operates a robust public transit system, has actively promoted transportation demand management strategies, and has fostered more walkable commercial districts than is typical for Southern California of similar size and context.

These efforts shape parking demand and are part of the context for any change to parking standards.

Within this setting, zoning-based parking requirements strongly influence what types of businesses can operate, especially outside the Downtown Specific Plan (DSP). Effective parking standards must therefore 750 The City Drive, Suite 410
Orange, CA 92868
P 714.468.1997
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reflect the city’s physical constraints, its visitor-heavy activity patterns, and its goal of maintaining a vibrant commercial environment and the quality of life for residents.

2.1 CURRENT PARKING POLICY FRAMEWORK
Laguna Beach’s approach to parking is shaped by several key documents, listed in Table 1 and detailed below. Together, they define current requirements, introduce more flexible practices, and provide the evidence base for evaluating possible updates.

Table 1 Key Policy Documents
Document Year Purpose Relevance to Study
Laguna Beach
Municipal Code
2024 Establishes minimum parking
requirements and how those
requirements may be satisfied
Controls standards outside DSP;
defines ratios and admin tools
Parking and
Transportation
Demand
Management
(TDM) Report
2023 Outlines opportunities for TDM
strategies, updates to parking
regulations, and potential locations
for new parking infrastructure, as
well as funding strategies
Indicates direction for future code
updates
Downtown
Specific Plan
(DSP)
2022 Modernizes parking within DSP Demonstrates blended rates and flexibility, in recognition of the
Downtown's diverse land use mix
and walkability
2017 Downtown
Parking Actual
Demand Study
2017 Provides observed parking demand
within the DSP area
Supports blended rates and shared
use
Source: City of Laguna Beach policy documents including the Laguna Beach Municipal Code (2024), Parking and Transportation Demand Management Report (2023), Downtown Specific Plan (2022), and Downtown Parking Actual Demand Study (2017).

2.1.1 Laguna Beach Municipal Code (2024)
The Laguna Beach Municipal Code (LBMC) establishes the baseline minimum parking ratios for nonresidential uses citywide. These standards are generally contained within Chapter 25.52 of the LBMC. Key components relevant to this study include:
 A use-by-use framework for calculating required parking (retail, restaurant, office, lodging, personal services, etc.).
 Operational modifiers that adjust parking based on employees, seats, or outdoor areas.  Administrative tools such as shared parking, off-site parking, valet, and in-lieu parking certificates (LBMC Section 25.52.006).
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 Requirements that reflect a more traditional approach to parking planning.

The LBMC is the controlling standard for all non-residential parcels outside the DSP and forms the foundation for minimum parking requirements today.

2.1.2 Parking and TDM Report (2023)
The Parking and Transportation Demand Management (TDM) Report provides a more recent policy roadmap for managing parking and travel behavior in Laguna Beach. Key contributions include:
 An emphasis on managing demand rather than expanding physical supply.  Strategies such as employee parking programs, valet and shuttle operations, pricing approaches, and monitoring technologies.
 Consideration of how to rebalance visitor and employee parking, particularly in constrained areas.  Recommendations that align with district-based approaches and support flexibility beyond traditional minimums.

The report signals the City’s policy direction, highlighting tools that could complement or replace some zoning-based requirements.

2.1.3 Downtown Specific Plan (2022)
The Downtown Specific Plan (DSP) represents Laguna Beach’s most modern parking framework, applying only within the downtown boundary. Key features include:
 A blended parking rate, replacing multiple use-specific ratios with a single, more flexible requirement.
 A regulatory structure informed by real-world parking demand, allowing the City to move away from generic parking ratios.
 A streamlined system that supports tenant changes, mixed-use activity, and adaptive reuse of older buildings.
 Integration of shared parking and operational flexibility as part of day-to-day implementation.

The DSP serves as an example of how Laguna Beach has already modernized its standards in one commercial area.

2.1.4 Downtown Parking Actual Demand Study (2017)
The 2017 Downtown Parking Actual Demand Study (DPADS) collected block-by-block, time-of-day parking occupancy data throughout the downtown commercial area. Its findings were a key input for the DSP’s blended parking rate. It should be noted that the City evaluated occupancy using the industrystandard accepted 85 percent utilization threshold1. Important findings relevant to this study include:
1At 85 percent occupancy, parking is considered “effectively full” because users experience difficulty finding convenient spaces. At or above this threshold, turnover slows, circulation increases, and user frustration rises. Below this threshold, the system typically functions without noticeable strain. 22 August 9, 2026 Page 4
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 Observed demand was consistently below the minimums required by the Municipal Code. This indicated that existing ratios overstated actual parking needs.  Most downtown locations demonstrated peak occupancies well below the 85 percent ideal threshold, even during high-activity periods.
 Variations in peak parking periods supported shared parking and consolidated rates, particularly for uses with different daily and seasonal patterns.

These findings provided a data-driven justification for blended rates and for reducing reliance on high traditional ratios.

2.1.5 Policy Evolution
The documents described represent individual components of Laguna Beach’s parking framework. Viewed together, they show how the City’s parking policies and planning efforts have developed over time, from understanding actual parking conditions, to modernizing standards downtown, to exploring broader policy tools. At the same time, the citywide parking regulations in LBMC Chapter 25.52 remain more traditional in structure than the more flexible, demand-informed direction reflected in the Downtown Specific Plan and the Parking and TDM Report.

Figure 1 outlines the major milestones in this history and illustrates how each effort informs the current policy context.
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Figure 1 Parking Policy Milestones (2017–2024)
Source: Downtown Parking Actual Demand Study (2017); Downtown Specific Plan (2022); Parking and TDM Report (2023); Laguna Beach Municipal Code (2024).

2.1.6 Differences Between DSP and Outside DSP Standards Because the DSP uses a modernized and flexible framework and the rest of the city relies on traditional code ratios, the parking environment differs substantially across the City's commercial districts. This is illustrated in Table 2.
2017 – Downtown Parking Actual Demand
Study
•Identified lower real-world parking demand and established the 85% occupancy threshold as the functional capacity
benchmark.
2022 – Downtown Specific Plan
•Adopted blended parking rates and introduced a more
flexible, demand-informed regulatory model.
2023 – Parking and TDM Report
• Shifted policy emphasis toward demand management and
district-based parking strategies.
2024 – Laguna Beach Municipal Code (current
version)
• Retains a traditional minimum-parking framework, while incorporating limited administrative tools for constrained parcels.
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Table 2 DSP vs. Outside DSP Parking Framework
Topic DSP Outside DSP
Parking Rate Type Blended Use-by-use
Basis for Requirements Observed demand Traditional ratios Flexibility Integrated into the district
framework
Available through use-specific and
administrative mechanisms
Tools Blended rate, shared parking, and
operational flexibility
Shared parking, joint use, off-site
parking, in-lieu parking certificates in
eligible locations, valet, and
discretionary reductions
Policy Direction Support small parcels and tenant
changes
Maintain conventional minimums
Source: Downtown Specific Plan (2022) and Laguna Beach Municipal Code (2024).

2.2 HOW CURRENT POLICIES SHAPE PARKING
The combination of the Municipal Code, the DSP, and recent planning efforts creates a regulatory environment that functions differently across Laguna Beach.

Outside the DSP, traditional minimum parking ratios remain the primary approach. These ratios can be difficult to meet on older, small, or fully built-out parcels, making changes in tenancy, changes in use, and operational changes by existing businesses challenging. Operational modifiers (such as seating or employees) further increase required parking for certain uses, often beyond what these parcels can feasibly provide.

Within the DSP, standards are more flexible, drawing from the 2017 DPADS’s evidence that actual demand is well below traditional requirements. The blended rate reduces barriers to adaptive reuse and creates a consistent, predictable framework for commercial activity.

Citywide policy direction, reflected in the Parking and TDM Report, signals growing support for demand management, shared parking, and operational tools that improve efficiency without necessarily adding supply.

Together, these policies shape a parking environment where some flexibility exists, but meaningful constraints remain for commercial parcels outside the DSP. Understanding how these policies interact today provides the foundation for assessing where future updates may better support business activity and align with Laguna Beach’s built-out coastal context (Figure 2). 25 August 9, 2026 Page 7
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Figure 2 Key Takeaways from Laguna Beach’s Policy Framework Source: Downtown Parking Actual Demand Study (2017); Downtown Specific Plan (2022); Parking and TDM Report (2023); Laguna Beach Municipal Code (2024).

These patterns provide the policy backdrop for the more detailed review of minimum ratios, administrative tools, and peer city practices presented in Sections 3 and 4. 3 Current Parking Requirements in Laguna Beach

3.1 SUMMARY OF NON-RESIDENTIAL MINIMUM PARKING

REQUIREMENTS
Laguna Beach’s minimum non-residential parking requirements are established in the LBMC §25.52.012 and provide the primary use-specific framework for commercial properties outside the Downtown Specific Plan area. Table 3 summarizes the commercial categories most relevant to this study, together with selected conditions that affect how the requirements are calculated.

Observed
demand
supports more
flexible,
blended
standards
Traditional
minimums
remain the
basis outside
DSP
Constrained
parcels face
unique
compliance
challenges
Policy
direction
favors
demand
management
and shared
use
DSP
demonstrates
a viable
model for
modernized
requirements
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Table 3 Summary of Core Non-Residential Parking Requirements (LBMC §25.52.012) Category Use Types Included Minimum Parking
Requirement
Notes / Special Conditions
Retail &
Personal
Services
General retail, galleries,
convenience stores,
food stores, salons,
personal services
1/250 SF GFA (most
uses)
Convenience stores: 10
spaces + 1/250 SF
Outdoor display areas count
toward GFA unless exempted.

Some small personal service
uses default to 1/250 SF or perchair ratios.

Restaurants
& Food
Service
Full-service, fast-food,
take-out, bakery, ice
cream, juice bars,
bars/nightclubs
1/100 SF GFA or 1/3
seats, whichever is
greater
Minimum of 5 spaces for fullservice restaurants; 10-space minimum for drive-throughs;
additional parking may be
required based on operations.

Office General office,
administrative,
professional, financial,
utilities with office
space
1/250 SF GFA Medical/dental offices often
require 1/150 SF if classified
under “Health Uses.”
Lodging Hotel, motel 1 space per guest room
+ 1 per 15 rooms + 2
per residence
Integrated restaurant or
conference uses may receive up
to 20% reduction with approval
or further reduction with study.

Arts &
Culture
Art studios, recording
studios, museums,
libraries
Galleries/studios: 1/250
SF GFA
Libraries/museums:
1/300 SF GFA
Retail components follow retail
requirements.

Health &
Fitness
Gyms, aerobics studios,
health clubs
1/100 SF GFA Additional spaces may be
required for accessory uses (e.g.,
pools, courts).

Automotive
Uses
Service stations, repair,
sales, detailing,
carwash
Generally 1/250-300 SF
GFA + operational
spaces (e.g., lubrication
stalls)
Car washes require
reservoir/tandem queuing;
service stations require
additional spaces beyond retail.

Industrial /
Warehouse
Manufacturing, labs,
R&D, warehouse
Manufacturing: 1/500 SF
GFA
Office components may trigger
office ratios.
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Category Use Types Included Minimum Parking
Requirement
Notes / Special Conditions
Labs: 1/300 SF GFA
Warehouse: 2 spaces +
1/1000 SF GFA
Source: Laguna Beach Municipal Code §25.52.012, Required Number of Parking Spaces.

Notes:

1. “GFA” refers to gross floor area.

2. Parking ratios are expressed in the format “1/250 SF,” meaning one parking space is required for every 250 square feet of gross floor area.

3. Formulas such as “10 spaces + 1/250 SF” indicate a base requirement plus an additional area-based component.

4. Some uses rely on metrics other than floor area (such as seats, guest rooms, or residences) when these better represent parking demand for that use.

3.2 ADMINISTRATION AND APPLICATION OF EXISTING

REGULATIONS
Many commercial parcels outside the Downtown Specific Plan boundary are fully built out, with limited ability to add new parking. For these sites, compliance with the parking requirements often depends on in-lieu parking certificates, shared parking agreements, or operational solutions such as valet. While these mechanisms provide needed flexibility, they may also add cost or procedural complexity for applicants and may still prove insufficient to fully address the parking requirement. These conditions highlight the importance of evaluating whether current minimum requirements and available administrative tools appropriately reflect the constraints and needs of Laguna Beach’s commercial areas. Details on the key administrative tools and mechanisms are summarized below.

3.2.1 In-Lieu Fee Provisions
(Master Fee Schedule 2; LBMC §25.52.006(E) for alternatives to on-site parking) LBMC §25.52.006(E) allows in-lieu parking certificates as an alternative to providing parking on-site within City Council-designated hardship areas where special parking districts have been established. In practice, these areas currently include the Downtown Specific Plan area and the Diamond Crestview Specific Plan area, and, for residential uses only, the Commercial-Neighborhood (C-N), Local Business District (C-1), and South Laguna Village Commercial (SLV) zones.

Outside Downtown, the LBMC includes a limited exception for mixed-use projects in non-Downtown commercial districts, and only the residential component may use in-lieu parking certificates to satisfy parking requirements. An in-lieu parking certificate may satisfy up to 50 percent of a site's required 2 Source: City of Laguna Beach. Master Fee Schedule FY 2025–2026. Adopted by City Council; effective July 1, 2025.
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parking, to a maximum of three certificates per site; requests beyond that require a parking demand study. The current fee is $23,000 per certificate (Master Fee Schedule FY 25–26).

3.2.2 Joint Use of Parking Spaces
(LBMC §25.52.006(B))
Joint use allows two or more uses with different hours of operation to satisfy their parking requirements using the same parking spaces, subject to approval of a conditional use permit. This tool is most applicable where operating hours do not conflict, such as weekday daytime uses paired with evening or weekend uses. The code requires a parking allocation plan and reciprocal parking easement to document the timing and continued availability of the spaces, consistent with LBMC Section 25.52.006(B).

3.2.3 Shared Parking Policies
(LBMC §25.52.006(C))
Shared parking may be approved for certain mixed-use developments when multiple uses demonstrate complementary peak demand or intensity patterns. This tool can reduce the total number of spaces needed when the combined peak parking demand is lower than the sum of the individual code requirements. It is most effective where uses with offsetting activity patterns coexist within the same development, such as daytime-serving and evening-serving uses, or where related uses generate linked trips. Applications require a conditional use permit and typically rely on a shared parking study and shared parking allocation plan consistent with LBMC Section 25.52.006(C)

3.2.4 Operational Factors Affecting Parking Requirements (LBMC §25.52.012; use-specific operational standards)
Some uses require additional parking based on how they operate, not just on square footage. Common operational factors include:
 Number of employees during the busiest shift
 Seating capacity or layout for food and beverage uses  Outdoor dining or service areas
 Other intensified operations that change demand patterns These factors can increase required parking beyond the base ratios and often affect the feasibility of tenant changes in older buildings.

3.2.5 Off-Site Parking, Valet, and Managed Parking Arrangements (LBMC §25.52.006(H) – off-site parking; §25.52.006(D) – valet/managed parking) Some uses may satisfy required parking through nearby off-site spaces, subject to distance limits and long-term access agreements. Valet or managed parking services may be approved when a use generates concentrated demand but lacks space for on-site parking. 29 August 9, 2026 Page 11
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3.2.6 Conditional Reductions and Parking Demand Management (PDM) Measures
(LBMC §25.52.006(G) – incentives for alternative transportation; Parking and TDM Report) The City may grant reductions to parking requirements through discretionary review when supported by a parking or PDM plan. Strategies identified in the 2023 Parking and TDM Report include employee parking management, transit incentives, and measures to shift visitor parking to less constrained areas. These tools allow more efficient use of existing parking resources and can help balance demand in busy commercial districts.

The innovative parking solutions provision under LBMC §25.52.006(G)(3), which allowed reductions for measures such as shuttle programs that promote alternative transportation, expired on May 25, 2026. The broader incentive authority under §25.52.006(G), which allows the City Council to reduce parking for uses that promote alternative modes such as transit, carpooling, bicycling, and walking, remains in effect. The City also uses other administrative tools that reduce parking requirements, including sidewalk café parking credits under LBMC §25.52.006(G)(2) and parking reductions through the historic preservation program under LBMC §25.45.008(A)(3).

3.3 KEY ISSUES AND GAPS IN PARKING REQUIREMENTS
While Laguna Beach’s Municipal Code and related policy documents provide several tools for compliance, the current framework can result in challenges for commercial areas outside the DSP. These issues can affect business flexibility, tenant turnover, and the City's ability to align parking standards with actual demand and built-out conditions.
 Traditional Parking Ratios Not Aligned With Mixed-Use or Visitor-Oriented Context – Many minimum parking ratios reflect conventional suburban standards rather than the City's compact, walkable environment.
– Use-specific requirements (e.g., different ratios for retail vs. restaurant vs. service commercial) do not reflect the mixed-use character of Laguna Beach’s commercial districts. – Observed demand in the DSP area downtown suggests some ratios may exceed what is needed for similar uses within the rest of the city.
 Barriers to Change of Use in Older Buildings
– Small or fully built-out parcels often cannot add parking, making it difficult for businesses to change tenants under strict use-based minimums.
– Operational modifiers (e.g., employees, seats, outdoor dining) can trigger additional parking needs that older buildings cannot meet.
– These conditions limit adaptability in commercial corridors where physical expansion is not feasible.
– Calculating the required parking for a proposed change of use that constitutes an intensification of use is technical and complex under LBMC §25.52.004(E), often requiring City staff assistance and adding uncertainty and delay to the change-of-use process.  Differences Between DSP and Non-DSP Standards
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– The DSP uses a blended rate informed by observed demand, while areas outside the DSP rely on traditional ratios that may overstate required parking. – This creates two different regulatory environments, leading to potential inequities and inconsistencies in how similar uses are treated.
– Businesses outside the DSP lack the more predictable, flexible framework available to those downtown.
 Limited Flexibility for Constrained Parcels
– Although tools such as shared parking, off-site parking, and in-lieu parking certificates exist, they may not always be practical or affordable for small businesses. – Some parcels have limited access to shared parking opportunities due to distance requirements or the lack of nearby supply.
– Compliance often depends on administrative mechanisms that can take considerable time and comes at a cost, rather than a right-sized baseline requirement.  Gaps in Integration of Demand Management Concepts
– The 2023 Parking and TDM Report identifies several strategies (employee parking management, remote parking, pricing, monitoring) but these tools are not fully reflected in the parking requirements.
– Implementation of TDM concepts may warrant reductions in parking requirements. – Aligning zoning requirements with City policy direction could improve consistency and reduce reliance on exceptions or discretionary relief.
4 Comparison with Peer Coastal Cities
Four coastal peer cities were selected based on shared characteristics with Laguna Beach, including constrained commercial parcels, strong visitor activity, and limited opportunities to expand parking. These cities illustrate how similar communities manage parking demand in built-out coastal settings:
 Dana Point
– Coastal district with high visitor activity; offers commercial parking guidance and long-standing harbor parking management practices.
 Carlsbad (Village/Barrio)
– Walkable coastal neighborhoods with competing visitor, business, residential, and beach parking demand; uses district-specific parking standards and a parking management framework emphasizing shared use and curbside efficiency.
 Newport Beach
– Recently updated coastal-area parking requirements through its Local Coastal Program; relevant for understanding regional coastal policy expectations.  Del Mar
– Small coastal city with a compact visitor-oriented downtown; adopted parking reforms focusing on shared parking and operational strategies.
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4.1 OVERVIEW OF PEER CITY CONDITIONS

4.1.1 Dana Point3
Dana Point’s coastal commercial areas, including the Lantern District and the Harbor (see Figure 3), operate in an environment shaped by strong visitor activity, seasonal peaks, and a built-out urban form.

These conditions create a parking landscape where flexibility and coordinated management are central.

Figure 3 Dana Point - Flexible Parking Areas
Source: Adapted from the City of Dana Point Commercial Parking Standards Guide and Dana Point Harbor Parking Management Plan. Dana Point Specific Plan (DPSP) and Dana Point Harbor Revitalization Plan boundaries interpreted from applicable plan figures. Boundaries shown are approximate and intended for planning-level comparison purposes only.
3 Commercial Parking Standards Guide (City of Dana Point, 2023) Dana Point Harbor Parking Management Plan (County of Orange, 2011/2013) Dana Point Harbor Revitalization LCP Amendment Materials (2011) Dana Point Harbor Revitalization Plan – District Regulations (2011) Dana Point Municipal Code, Chapter 9.35 (Parking)
Orange County Zoning Code (July 25, 2024)
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GENERAL PARKING ENVIRONMENT
Dana Point experiences sustained visitor activity throughout the year, with sharp increases during summer and special events. Many commercial parcels are small or fully developed, which limits opportunities to add on-site parking and results in reliance on shared supply. The Harbor functions as a major regional destination, serving boaters, coastal access visitors, retail patrons, and event attendees. These overlapping uses create complex daily and seasonal demand patterns.

PARKING MANAGEMENT APPROACH
The City supplements traditional parking requirements with flexible tools that help businesses adapt within constrained sites. The Commercial Parking Standards Guide outlines shared parking options, jointuse arrangements, and operational plans that can satisfy requirements when physical expansion is not feasible.

Within the Harbor area, parking is intentionally managed as a coordinated district rather than on a parcelby-parcel basis. The Harbor regulations allow shared parking, joint-use parking, parking reductions, and district-wide Parking Management Plan evaluations across multiple uses and planning areas. This district model allows different uses to draw from shared facilities that respond to varying demand throughout the day and year.

IMPLEMENTATION STRUCTURE
Dana Point uses multiple parking frameworks to organize how parking expectations are applied in practice:
 The Commercial Parking Standards Guide provides a clear framework for evaluating shared parking studies, understanding operational adjustments, and applying flexible solutions for older or constrained parcels.
 Properties within the Dana Point Specific Plan (DPSP) area are subject to County of Orange off-street parking regulations, which provide alternatives to minimum parking requirements through shared parking, parking reductions, and other flexible compliance options (per the Orange County Zoning Code, Section 7-9-70).
 The Harbor Parking Management Plan identifies user groups, describes turnover needs, and outlines management strategies such as employee relocation, wayfinding improvements, and peak-season operations.

Dana Point's Municipal Code provides the base parking requirements for most of the city, while properties within the Dana Point Specific Plan (DPSP) area follow Orange County parking regulations and the Harbor area operates under a separate Harbor Revitalization/LCP parking framework. Unlike some peer cities that reduce parking requirements or modify change-of-use obligations, Dana Point's flexibility is primarily achieved through shared parking, joint-use parking, Parking Management Plans, parking requirement modifications, and other discretionary mechanisms that allow parking demand to be evaluated beyond the individual parcel level.
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Within the Harbor Revitalization Plan Area, parking is managed through a coordinated district framework that recognizes shared demand patterns among visitor-serving, recreational, and commercial uses. The flexibility tools summarized in
Table 4 allow parking demand associated with redevelopment, tenant changes, and commercial intensification to be addressed through shared facilities, district-wide parking management, operational strategies, and other alternative compliance approaches rather than relying solely on construction of new parking spaces.

Table 4 Dana Point - Key Parking Flexibility Tools
Parking Flexibility Tool What It Allows
Shared / Joint-Use
Parking
Allows parking demand generated by new or intensified uses to be accommodated using parking shared among multiple Harbor uses with different peak demand periods, reducing the need for each use to provide all required parking independently.

Parking Management
Plan (PMP)
Evaluates parking demand across the Harbor as a whole rather than solely by individual parcel. This allows redevelopment and tenant changes to be considered within the context of overall Harbor parking supply and utilization patterns.

Parking Demand
Alternatives
When a subsequent use generates greater parking demand than existing parking provides, applicants may provide additional parking or demonstrate alternative means of meeting that demand through the Coastal Development Permit and PMP process.

Parking Requirement
Modifications
The Harbor allows exceptions or modifications when standard parking requirements are considered excessive or deficient, creating flexibility for redevelopment and changing commercial uses.

Seasonal and
Operational Parking
Management
Parking resources may be managed according to seasonal demand, visitor activity, and operational needs, helping accommodate fluctuating commercial activity without relying solely on new parking construction.

Off-Site Parking and
Shuttle Strategies
During peak periods, off-site parking and shuttle operations may be used to expand effective parking capacity and support visitor-serving commercial uses.

Source: Adapted from the Dana Point Harbor Revitalization Plan – District Regulations (2011) and Dana Point Harbor Parking Management Plan (County of Orange, 2011/2013).

KEY FACTORS INFLUENCING THEIR APPROACH
Dana Point’s parking strategies are shaped by visitor intensity, limited site capacity, and the need to accommodate multiple overlapping user groups within a compact coastal setting. These conditions 34 August 9, 2026 Page 16
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support an emphasis on shared parking, parking-reduction mechanisms, Harbor-wide parking management, and operational tools that can scale with seasonal and event-related activity.

RELEVANCE TO LAGUNA BEACH
Dana Point illustrates how a built-out coastal community can expand parking flexibility without substantially changing its underlying parking ratios. Rather than reducing parking requirements, the Harbor framework relies on shared parking, parking-reduction mechanisms, Harbor-wide parking management, and discretionary review processes to address redevelopment, tenant changes, and parking demand on constrained sites. These approaches provide useful examples for Laguna Beach as it considers ways to accommodate tenant turnover and small-parcel constraints outside the DSP area.

4.1.2 Carlsbad4
Carlsbad’s Village & Barrio Master Plan Area (see Figure 4) forms one of the city’s most active coastal areas, with restaurants, small shops, residential neighborhoods, transit access, and beach visitors all competing for parking. Activity levels shift throughout the year, with the busiest conditions occurring in summer and on weekends. Limited off-street supply and small parcels make curb parking a central element of the parking system.

GENERAL PARKING ENVIRONMENT
The Village and Barrio experience consistent visitor activity influenced by beach access, walkability, and proximity to the rail station. Many parcels lack room for new parking, so curbside spaces accommodate a significant share of day-to-day demand. Seasonal variation is notable, and parking pressures intensify near the beach and along commercial corridors during peak months.

The Village & Barrio Master Plan establishes parking requirements tailored to the district’s compact, mixed-use, and walkable character. The district uses reduced parking ratios relative to the citywide parking code and incorporates alternative compliance options intended to support redevelopment and reuse of existing buildings.
4 Village & Barrio Master Plan (City of Carlsbad, 2025) Village/Barrio Parking Management Plan and Associated Studies Update (2024) Village/Barrio Beach Area Parking Management Plan (2017) Municipal Code Chapter 21.40 (Parking Requirements) and Chapter 21.35 (Village/Barrio) Coastal Commission LCPA Review for the Village/Barrio Master Plan (2019) 35 August 9, 2026 Page 17
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Figure 4 Carlsbad - Flexible Parking Areas
Source: Adapted from the City of Carlsbad Village & Barrio Master Plan (2025), Figure 2-1 (Village & Barrio District Map). Boundaries shown are approximate and intended for planning-level comparison purposes only.

PARKING MANAGEMENT APPROACH
Carlsbad uses a district-based strategy for the Village and Barrio neighborhoods, focusing on managing existing supply rather than expanding it. The Parking Management Plan outlines approaches such as time limits, employee parking strategies, loading regulations, shared use, and wayfinding improvements.

Minimum parking requirements remain in place, but the Village & Barrio Master Plan modifies both parking standards and compliance options. Parking requirements were calibrated specifically for the area’s mixed-use, walkable environment and are generally lower than citywide standards.

For example, the Village & Barrio Master Plan requires one parking space per 415 square feet for retail/commercial businesses and one space per 170 square feet for restaurants, compared to citywide 36 August 9, 2026 Page 18
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requirements of one space per 300 square feet for retail and one space per 100 square feet for restaurants under the Municipal Code.

The district also permits a range of alternative compliance mechanisms, including shared parking, common parking facilities, public on-street parking credits, valet parking, TDM measures, and participation in the Parking In-Lieu Fee Program.

One of the most significant features of Carlsbad’s Village & Barrio Master Plan parking framework is its treatment of existing buildings undergoing changes to more parking-intensive uses. The Master Plan allows existing buildings to convert from one use to another without providing additional parking if the two uses have the same parking requirement. Where the proposed use has a higher parking requirement, only 50 percent of the additional parking associated with the increase must be provided. This incremental approach differs from conventional parking systems that require full compliance with the new use’s parking requirement and creates a clearer pathway for intensification and adaptive reuse of existing commercial buildings.

IMPLEMENTATION STRUCTURE
Carlsbad’s parking practices are guided by three key documents:
 The Village & Barrio Master Plan establishes the district’s access, mobility, curb use, and street design goals and provides the district’s parking framework, including customized parking requirements, change-of-use provisions, parking options, and the Parking In-Lieu Fee Program.  The Parking Management Plan provides the operational toolkit, including turnover management, curb regulations, employee parking strategies, and shared parking strategies.  The Village/Barrio Beach Area Parking Plan highlights the connection between commercial district parking and beach-related demand, providing early data on seasonal patterns and curbside pressures.

The Village & Barrio Master Plan Area incorporates a range of parking flexibility mechanisms that extend beyond conventional minimum parking requirements. In addition to district-specific parking ratios, the framework includes alternative compliance options, parking management tools, and provisions intended to facilitate commercial activity, redevelopment, and reuse of existing buildings. Table 5 summarizes the key mechanisms that distinguish the Village and Barrio parking framework from a conventional parcel-byparcel parking system. 37 August 9, 2026 Page 19
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Table 5 Carlsbad - Key Parking Flexibility Tools
Parking Flexibility Tool What It Allows
Reduced Village & Barrio
Parking Ratios
Uses lower off-street parking requirements than the citywide code, reflecting the area's walkable, mixed-use character and reducing parking obligations for new commercial development and redevelopment. 50% Incremental
Change-of-Use
Requirement
Existing buildings converting to a more parking-intensive use are required to provide only 50% of the increase in parking demand rather than the full parking requirement associated with the new use, reducing barriers to tenant turnover, adaptive reuse, and business intensification.

Parking In-Lieu Fee
Program
Allows eligible non-residential uses to satisfy up to 100% of parking requirements through fee payment rather than constructing all required spaces on-site, providing flexibility on constrained parcels.

Shared Parking Allows multiple uses with different peak demand periods to share parking resources, reducing the need for each site to independently satisfy parking requirements.

Common Parking
Facilities
Permits multiple properties or uses to satisfy parking requirements through shared parking facilities, allowing parking demand to be addressed collectively rather than on a parcel-by-parcel basis.

Public On-Street Parking
Credits
Allows creation of new public on-street parking spaces to offset required private parking spaces under specified conditions, helping sites with limited redevelopment capacity.

Valet Parking Provides an alternative means of accommodating parking demand without requiring all parking spaces to be constructed in conventional on-site layouts.

Transportation Demand
Management (TDM)
Measures
Supports parking reductions through mobility strategies and alternative transportation options that reduce automobile parking demand within the district.

Leased / Off-Site Parking
Arrangements
Allows businesses to utilize parking resources located off-site within approved distances, helping accommodate parking demand where on-site expansion is impractical.

Source: Adapted from City of Carlsbad, Village & Barrio Master Plan (2025) and Village/Barrio Parking Management Plan and Associated Studies Update (2024).

KEY FACTORS INFLUENCING THEIR APPROACH
Seasonal tourism, limited off-street supply, and heavy dependence on curb sources shape Carlsbad’s emphasis on both operational strategies and regulatory flexibility. Rather than relying solely on parking 38 August 9, 2026 Page 20
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management techniques, the Village & Barrio Master Plan adjusts parking requirements and expands compliance options to better align parking obligations with the realities of a compact coastal commercial district. The walkable street grid improves the feasibility of district-level strategies, while Coastal Commission review reinforces the need to maintain public coastal access.

RELEVANCE TO LAGUNA BEACH
Carlsbad’s experience demonstrates both operational and regulatory strategies for addressing parking constraints in older coastal commercial districts. In addition to parking management tools such as shared parking, employee parking strategies, wayfinding improvements, and curbside management, the Village & Barrio Master Plan modifies how parking requirements are calculated and satisfied.

The district's reduced parking ratios, Parking In-Lieu Fee Program, and requirement that only 50 percent of the parking increase be provided when an existing building converts to a more parking-intensive use create a more flexible framework for reuse and intensification. These approaches are especially relevant to Laguna Beach because they directly address situations where older commercial properties have limited ability to add new on-site parking.

More broadly, Carlsbad demonstrates that parking flexibility can be achieved not only through parking management but also through modified parking requirements and alternative compliance options that reduce barriers to reinvestment and adaptive reuse while maintaining district-wide parking management objectives.

4.1.3 Newport Beach5
Newport Beach’s coastal commercial districts serve some of the region’s most active visitor destinations (see Figure 5), where beach access, waterfront dining, and harbor-oriented activities generate substantial parking demand, creating pressure on private lots and public coastal-access spaces.

GENERAL PARKING ENVIRONMENT
Newport Beach experiences sustained visitor activity throughout the year, with the highest demand during summer, weekends, and holidays. Many commercial parcels are older and built out, limiting opportunities to add on-site parking. Because the area sits within the Coastal Zone, the City must maintain adequate parking for visitors as part of its Local Coastal Program, which influences how commercial parking standards are updated and enforced.
5 Local Coastal Program Amendment No. LCP-5-NPB-23-0039-3 (Part A – Non-Residential Parking Standards), Coastal Commission Staff Report (2025)
Ordinance No. 2025-13 Amending Title 21 (LCP Implementation Plan) – Commercial Parking Requirements
Newport Beach Local Coastal Program – Implementation Plan (as amended through 2025-13) Newport Beach Municipal Code Chapter 21.40 (Off-Street Parking); Chapter 21.38 (Nonconforming Uses and Structures); Chapter 21.28 (Overlay Coastal Zoning Districts) Balboa Village Parking Management Overlay District (PM-1) Area Map and Parking Management Plan. 39 August 9, 2026 Page 21
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As a result, the City has supplemented conventional parking requirements with alternative compliance mechanisms and district-level parking management strategies intended to support commercial activity in constrained coastal areas.

Figure 5 Newport Beach - Flexible Parking Areas
Source: Adapted from City of Newport Beach Municipal Code §21.28.030(F)(1) and Balboa Village Parking Management Overlay District (PM-1) Area Map, LCP Amendment 1-19, Exhibit 2 (2020). Boundaries shown are approximate and intended for planning-level comparison purposes only.

PARKING MANAGEMENT APPROACH
The City recently modernized its non-residential parking standards through a comprehensive Local Coastal Program amendment. The update consolidated outdated use categories, reduced inconsistencies, and revised parking ratios to better reflect contemporary commercial operations. It also clarified when shared parking, off-site parking, and parking reductions may be used.

In addition to these citywide updates, Newport Beach relies on district-level parking management to accommodate redevelopment and commercial intensification in built-out coastal commercial areas. The Balboa Village Parking Management Overlay District (PM-1) allows most new and intensified non40 August 9, 2026 Page 22
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residential uses to occur without providing additional off-street parking, providing flexibility beyond conventional parcel-by-parcel parking requirements while maintaining coastal access objectives.

IMPLEMENTATION STRUCTURE
Newport Beach manages parking primarily through a combination of Local Coastal Program regulations, district-level parking management, and alternative compliance provisions. Key elements include:
 Balboa Village Parking Management Overlay District (PM-1), which allows most new or intensified non-residential uses to occur without providing additional off-street parking and relies on districtwide parking management, shared parking, and public parking resources.  Provisions for parking-nonconforming commercial properties that generally require only the incremental increase in parking demand associated with a change of use.  Consolidation of numerous older categories into clearer, broader commercial groups, simplifying how requirements are applied.
 Updated parking ratios calibrated to modern building sizes, service models, and visitor-serving uses in coastal areas.
 Codified shared-parking and off-site parking provisions that specify eligibility, documentation, and findings required for approval.

These revisions create a more predictable, easy-to-administer framework for new and existing businesses.

Balboa Village PM-1 was identified as Newport Beach's primary flexible parking area because it modifies conventional parking requirements and relies on district-wide parking management strategies to support commercial activity in a built-out coastal district. Table 6 summarizes the key mechanisms that facilitate redevelopment, change of use, and commercial intensification within the district. 41 August 9, 2026 Page 23
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Table 6 Newport Beach - Key Parking Flexibility Tools
Parking Flexibility Tool What It Allows
No Additional Parking
Required for Most New
or Intensified Nonresidential Uses
Most new non-residential uses and intensifications of existing nonresidential uses may occur without providing additional off-street parking, reducing barriers to tenant turnover, redevelopment, and commercial intensification in a built-out district.

District-Wide Parking
Management Approach
Allows redevelopment and commercial tenant changes to rely on shared public parking resources and district parking management rather than requiring all parking demand to be accommodated on the project site.

Shared Parking Shared use of parking facilities is encouraged, allowing multiple businesses to utilize the same parking resources when peak demand periods do not significantly overlap.

Off-Site Parking When parking is required, businesses may satisfy requirements through leased parking spaces located within 1,250 feet, providing flexibility for sites that cannot accommodate parking on-site.

Employee Parking
Program
A voluntary employee parking permit program directs employee parking to designated areas, helping preserve more convenient parking for customers and visitors.

Alternative
Transportation and
Parking Demand
Management
Wayfinding, bicycle facilities, ferry access, trolley/shuttle accommodations, and ride-sharing facilities help reduce parking demand and support commercial activity without expanding parking supply.

Source: Adapted from the Newport Beach Balboa Village Parking Management Overlay District (PM-1), including the Parking Management Plan, Area Map, and implementing code provisions.

KEY FACTORS INFLUENCING THEIR APPROACH
High visitor demand, coastal-access requirements, and the prevalence of legacy commercial parcels shaped the City’s approach to balancing minimum parking requirements with parking management and flexibility mechanisms. The LCP amendment sought to remove outdated standards, improve clarity for applicants, and ensure that operational changes in restaurants, retail, or services did not unintentionally reduce access for coastal visitors.

The City also recognized that many older coastal commercial properties cannot physically expand parking supply, resulting in greater reliance on parking management, shared parking, public parking resources, and district-scale flexibility mechanisms in areas such as Balboa Village. 42 August 9, 2026 Page 24
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RELEVANCE TO LAGUNA BEACH
Newport Beach provides a useful reference for how a coastal city can modernize its commercial parking requirements while remaining consistent with Coastal Commission expectations. In addition to updating parking standards, the City demonstrates how district-level parking management can be used to support commercial change and intensification in constrained coastal areas.

The Balboa Village Parking Management Overlay District (PM-1) allows most new and intensified commercial uses to operate without additional off-street parking while relying on district-wide parking management and shared public parking resources. These approaches provide insight for Laguna Beach as it evaluates alternatives to conventional parcel-by-parcel parking compliance in older, parkingconstrained commercial districts.

4.1.4 Del Mar6
Del Mar’s downtown commercial district (see Figure 6) is characterized by small, built-out parcels, constrained redevelopment opportunities, and strong visitor demand associated with its beaches, restaurants, and regional attractions. In response, the City has developed a parking framework that emphasizes business retention and adaptive reuse through flexible compliance mechanisms rather than strict application of parcel-specific parking requirements.

Recent code amendments focus particularly on facilitating commercial tenant turnover within existing buildings while maintaining coastal access and parking availability, including provisions that allow qualifying commercial conversions to occur without providing additional parking otherwise required by the change in use.
6 Del Mar Municipal Code Chapter 30.80 (Parking)
Ordinance No. 999 and associated LCP Amendment materials (2021–2023) Downtown Parking Management Plan (2013 & 2015)
Coastal Commission Staff Report: Major Amendment for Parking Adjustments (2023) Downtown Parking Conditions & Recommendations Report (2013) 43 August 9, 2026 Page 25
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Figure 6 Del Mar Parking - Flexible Parking Areas
Source: Adapted from the City of Del Mar Official Zoning Map (2022) and Del Mar Municipal Code Chapter 30.80 (Parking). Boundaries shown are approximate and intended for planning-level comparison purposes only.

The Central Commercial (CC) Zone was identified as Del Mar's flexible parking area because it contains the City's most significant parking-relief mechanisms, including exemptions from additional parking requirements for qualifying retail, restaurant, and personal-service conversions within existing commercial buildings with nonconforming parking.

GENERAL PARKING ENVIRONMENT
Del Mar experiences significant fluctuations in parking demand tied to beach activity, downtown dining, and events at the Del Mar Fairgrounds. Parcels in the downtown core are small, fully built out, and often occupied by older commercial buildings that have limited ability to add on-site parking. Walkability is strong, and most commercial destinations are concentrated within a short distance of public beachfront parking. Because coastal access is a priority, any modification to parking requirements must balance business vitality with the preservation of public access. These conditions have influenced the City's use of 44 August 9, 2026 Page 26
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parking management strategies and targeted flexibility measures that support the reuse and adaptation of existing commercial properties.

PARKING MANAGEMENT APPROACH
Del Mar combines operational parking management strategies with regulatory flexibility tools. Key mechanisms include shared parking, off-site parking arrangements, an in-lieu parking fee program within the Central Commercial Zone, and site-specific parking management plans for multi-tenant commercial properties.

More recently, the City adopted provisions that allow qualifying commercial tenant spaces within the Central Commercial Zone and existing buildings with nonconforming parking to convert to retail, restaurant, or personal-service uses without providing additional parking otherwise required by the change in use.

IMPLEMENTATION STRUCTURE
Del Mar’s parking system is guided primarily by three interconnected documents that frame how the City applies and manages parking requirements:
 Chapter 30.80 of the Del Mar Municipal Code, which establishes minimum parking requirements and provides alternative compliance mechanisms including shared parking permits, off-site parking permits, site-specific parking management plans, valet parking, and the Central Commercial Zone in-lieu parking program.
 Ordinance No. 999 and related LCP Amendment materials (2021–2023), which refined definitions, clarified administrative processes, and ensured alignment with Coastal Commission expectations.

Much of the update focused on making the code more usable and consistent while retaining safeguards for coastal access.
 Downtown Parking Management Plans (2013 and 2015), which provide a toolbox of operational strategies (time limits, loading refinements, employee parking programs, shared use) that continue to guide day-to-day management of the constrained downtown district.

The Central Commercial Zone contains Del Mar's primary parking flexibility mechanisms. The provisions in Table 7 reduce barriers to commercial tenant turnover, redevelopment, and intensification within existing buildings and constrained commercial parcels.
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Table 7 Del Mar - Key Parking Flexibility Tools
Parking Flexibility Tool What It Allows
Change-of-Use
Exemption
Qualifying retail, restaurant, and personal-service conversions within existing buildings with nonconforming parking may occur without providing the additional parking otherwise required by the new use.

In-Lieu Parking Program Up to 75% of required parking may be satisfied through payment of an inlieu fee rather than construction of on-site parking.

Shared Parking Parking may be shared between uses with different peak demand periods, reducing the number of dedicated spaces required.

Off-Site Parking Required parking may be provided at approved off-site locations within 500 feet of the use.

Site-Specific Parking
Management Plans
Multi-tenant properties may be evaluated based on aggregate site parking demand rather than by simply adding the separate requirements for each tenant. This is a site-specific management approach, not a uniform districtwide blended parking rate comparable to Laguna Beach’s DSP.

Valet Parking Allows parking demand to be accommodated more efficiently on constrained commercial sites through managed parking operations.

Source: Adapted from Del Mar Municipal Code Chapter 30.80 (Parking) and Ordinance No. 999 (2023).

KEY FACTORS INFLUENCING THEIR APPROACH
Del Mar’s standards reflect several local conditions: small commercial parcels with little redevelopment capacity; strong demand peaks linked to the beach, fairgrounds, and restaurant activity; and obligations under the Coastal Act requiring the preservation of public access. These conditions have led Del Mar to rely on flexible compliance pathways that allow businesses to adapt and intensify within existing commercial districts without necessarily providing all additional parking that would otherwise be required under a traditional parcel-by-parcel parking code.

RELEVANCE TO LAGUNA BEACH
Del Mar provides a particularly relevant example for Laguna Beach because both cities contain compact coastal commercial districts characterized by visitor-serving uses, limited redevelopment capacity, and high seasonal parking demand. Unlike a conventional parking code that requires additional parking whenever a commercial use intensifies, Del Mar allows qualifying commercial tenant spaces within its Central Commercial Zone to change from one commercial use to another without providing additional parking in certain circumstances. This approach demonstrates how parking flexibility can support business turnover and economic vitality while maintaining overall parking management controls and coastal-access objectives.
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4.2 SUMMARY OF PEER CITY PARKING STANDARDS
While the specific mechanisms differ, all four peer cities have established tools that allow parkingconstrained commercial properties to adapt to changing market conditions without relying solely on construction of new parking spaces. These tools include district-specific parking standards, shared parking, off-site parking, in-lieu parking programs, parking management plans, and change-of-use provisions that provide alternatives to conventional parcel-by-parcel parking compliance. The principal differences among the peer cities lie in how directly these tools reduce or eliminate additional parking obligations associated with redevelopment or changes of use.

The peer cities reviewed generally maintain parking requirements that are comparable to Laguna Beach's current standards. The primary distinction is not the parking ratio itself, but the district-specific mechanisms used to accommodate redevelopment, business turnover, and more intensive uses on parking-constrained properties. These mechanisms include reduced parking ratios, change-of-use exemptions, in-lieu parking programs, district-wide parking management frameworks, and alternative compliance options that reduce or eliminate additional parking obligations.

4.2.1 Non-Residential Parking Requirements
Across all four cities, restaurants have the highest parking ratios, while retail and office uses generally fall in the range of about 1/250 to 1/300 SF. These ratios are broadly comparable to Laguna Beach's current requirements, and are similar or higher in several categories.

Table 8 summarizes key parking rates across comparable non-residential categories. It is important to note that these base ratios, on their own, do not illustrate the differences in how each city accommodates changes of use or intensification. The more meaningful distinctions lie in the district-level tools and change-of-use provisions that determine how much parking must be provided.

Table 8 Summary of Core Non-Residential Parking Requirements in Peer Cities (Selected Uses 7) Use Category Dana Point Carlsbad Newport Beach Del Mar
Retail / Personal Services ~1/250-300 SF 1/300 SF 1/250 SF 1/300 SF Restaurant ~1/100 SF 1/100 SF 1/100 SF ~1/200 SF
Office ~1/250 SF 1/250 SF 1/250 SF 1/300 SF
Source: Peer-city parking codes and planning documents reviewed in Section

4.2.2 Flexible and Shared Parking Provisions Across Peer Cities All four peer cities supplement their base minimum ratios with tools that allow businesses to operate in older buildings or constrained site conditions, similar to many commercial parcels in Laguna Beach. 7 Representative citywide parking requirements shown for comparison purposes. Requirements may vary by use subtype, building size, overlay district, coastal zone, or other special provisions. 47 August 9, 2026 Page 29
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Table 9 summarizes the principal flexibility mechanisms identified within each peer-city parking district.

The provisions most directly related to change of use and intensification are discussed further in Section

4.2.3. Table 9 Key Parking Flexibility Mechanisms Within Peer-City Parking Districts City / District Primary Flexibility Mechanisms
Dana Point / Harbor Shared/joint-use parking, Parking Management Plan evaluations, parking requirement modifications, parking demand alternatives, seasonal parking management, and off-site parking/shuttle strategies.

Carlsbad / Village & Barrio Reduced district parking ratios, 50% incremental change-of-use requirement, parking in-lieu fee program, public on-street parking credits, shared/common parking facilities, valet parking, TDM measures, and leased/off-site parking.

Newport Beach / PM-1 No additional parking requirement for most new or intensified nonresidential uses, district-wide parking management, shared parking, off-site parking, employee parking program, and transportation demand management measures.

Del Mar / CC Zone Change-of-use exemption, in-lieu parking program, shared parking, off-site parking, site-specific parking management plans, and valet parking.

Source: Peer-city parking codes and planning documents reviewed in Section 4.1

4.2.3 Accommodating Change of Use and Intensification
The parking ratios summarized in Table 8 are broadly comparable to Laguna Beach's current requirements. However, the peer cities differ significantly in how they apply parking requirements when a use changes or intensifies. In many cases, district-specific mechanisms reduce, waive, or otherwise accommodate the resulting parking increase.

One of the clearest ways to compare the peer-city approaches is to examine how each district addresses a change from a lower-parking-demand use to a higher-parking-demand use. Table 10 presents an illustrative example involving a hypothetical 1,500-square-foot retail tenant space with four (4) existing parking spaces that is proposed for conversion to a restaurant on a parking-constrained parcel. Because restaurants typically require more parking than retail uses, the conversion increases the calculated parking requirement in most jurisdictions. The table illustrates how each district's parking framework affects the resulting parking obligation.
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Table 10 Example of Parking Requirement Applications for Hypothetical Retail to Restaurant Conversion8 City / District Retail
Requirement
Restaurant
Requirement
Code
Required
Increase in
Parking
Final Parking Obligation After Application of Relevant Flexibility Mechanisms
Laguna Beach /
Outside DSP
6 spaces
(1/250 SF)
15 spaces
(1/100 SF)
+9 spaces 9 additional spaces would generally need to be provided or otherwise addressed through an available compliance method.

Laguna Beach / DSP 5 spaces
(3/1,000 SF
blended rate)
5 spaces
(same DSP
blended rate)
0 spaces Retail and restaurant uses are subject to the same DSP blended parking rate, and legally nonconforming parking conditions may be maintained when changing to a use with the same parking requirement. → 0 additional spaces
Dana Point / Harbor 8 spaces
(1/200 SF)
15 spaces
(1/100 SF)
+7 spaces Increase evaluated through Harbor PMP/shared-parking framework.

Additional parking spaces may be accommodated through district-level mechanisms rather than requiring 7 new on-site spaces.

Carlsbad / Village &
Barrio
4 spaces
(1/415 SF)
9 spaces
(1/170 SF)
+5 spaces Only 50% of the increase is generally required for a qualifying existing building → 3 additional spaces (rounded up to the nearest whole space).

Newport Beach /
Balboa Village PM-1
6 spaces
(1/250 SF)
15 spaces
(1/100 SF)
+9 spaces Generally 0 additional off-street spaces required for qualifying nonresidential intensifications within PM-1.

Del Mar / Central
Commercial Zone
5 spaces
(1/300 SF)
8 spaces
(1/200 SF)
+3 spaces Generally 0 additional spaces required for qualifying commercial conversions meeting the exemption criteria.

Source: Peer city parking codes and district plans reviewed 8 Table 10 presents an illustrative comparison of a 1,500-square-foot retail tenant space with four (4) existing parking spaces proposed for conversion to a restaurant on a parking-constrained parcel. Actual requirements may vary based on location, eligibility, use characteristics, and applicable approval requirements.
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Table 10, demonstrates that the key difference between Laguna Beach and the peer-city districts is not the parking ratio itself, but how each jurisdiction responds when a use change increases parking requirements.

In the illustrative example, converting a 1,500-square-foot retail space with four existing parking spaces to a restaurant would generally require Laguna Beach outside the DSP to provide an additional nine (9) spaces. Within the DSP, however, the same conversion would not generate any additional parking obligation because both uses are subject to the same blended parking rate.

The peer-city districts produce different outcomes. Newport Beach and Del Mar generally allow qualifying projects to proceed without additional parking. Carlsbad requires only a portion of the increase, while Dana Point evaluates the increase through a Harbor-wide parking management framework rather than relying solely on parcel-level compliance.

Notably, the DSP is among the most flexible frameworks reviewed. In this example, both the retail and restaurant uses are subject to the same blended parking rate, resulting in no increase in the parking requirement. The DSP also allows legally nonconforming parking conditions to continue when changing to a use with the same parking requirement. As a result, the conversion can occur without requiring the parcel to address the existing one-space deficiency. This outcome is comparable to Newport Beach and Del Mar and more flexible than the approaches used in Dana Point Harbor and Carlsbad Village & Barrio.

This comparison also illustrates a broader point – several peer cities have parking ratios that are similar to, or higher than, Laguna Beach's. The distinction is not the ratio itself, but the mechanism used to accommodate additional parking requirements when uses change or intensify.

Among Laguna Beach's current tools, the blended parking rate applies only within the DSP area. Outside the DSP, changes of use are generally addressed through the traditional parking framework, although shared parking, off-site parking, discretionary reductions, and in-lieu parking certificates in eligible areas remain available.

Overall, the peer-city review suggests that parking flexibility is driven less by parking ratios and more by the tools used to accommodate change on constrained sites.

4.2.4 In-Lieu Parking Programs in Peer Cities
The peer cities use in-lieu parking programs in different ways. Carlsbad and Del Mar maintain programs tied to defined commercial districts. Newport Beach authorizes an in-lieu parking program under its broader code, although uses within Balboa Village PM-1 are not eligible to participate. Dana Point does not maintain a standing in-lieu parking program in the areas reviewed, although an in-lieu approach may be considered on a case-by-case basis.

Current per-space fees are established by council resolution, and information regarding program participation, including the number of certificates purchased and the level of program utilization, is generally maintained by city staff and was not published in the documents reviewed. 50 August 9, 2026 Page 32
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Carlsbad offers an in-lieu parking program within eligible Village and Barrio districts, where an applicant may satisfy up to 100 percent of a required parking obligation through payment of a fee. The collected fees are directed toward developing and maintaining shared public parking.

Del Mar offers an in-lieu parking program within its Central Commercial Zone, where up to 75 percent of a required parking obligation may be satisfied through a fee. Program revenues are restricted to the acquisition, development, or maintenance of public parking facilities and to public transportation programs. The current fee is established by council resolution and was not stated in the available documents.

Newport Beach authorizes an in-lieu parking program under its citywide code, but participation was discontinued within the Balboa Village Parking Management Overlay District, and uses in that area are not eligible to participate. The fee is set by council resolution and was not stated in the available documents.

Dana Point does not maintain a standing in-lieu parking program in the areas reviewed. In-lieu parking may be considered on a case-by-case basis under the general code, with any fee determined at the time of project review.

A 2017 comparison prepared for Carlsbad illustrates that adopted per-space fees differed among jurisdictions at that time. The comparison reported $11,240 per space for Carlsbad and $20,000 per space for Laguna Beach. These amounts reflect 2017 conditions and should not be interpreted as current fees; Laguna Beach’s current adopted fee is higher.

4.2.5 Employee Parking in Peer Cities
The peer cities generally address employee parking through management strategies rather than through fixed parking code requirements. The common objective is to direct employee parking away from the prime, high-turnover spaces most valuable to customers and visitors.

Newport Beach provides the most formalized rules. Specifically, within the Balboa Village Parking Management Overlay District, the City established a voluntary employee permit program that designates specific employee parking locations, offers reduced parking fees, and encourages the use of transit and other alternative modes.

Carlsbad addresses employee parking primarily through enforcement and turnover management in the Village and Barrio, supplemented by shared and leased parking arrangements. Its parking management approach identifies employee parking as a source of pressure on prime on-street spaces and relies on proactive enforcement and shared supply rather than a dedicated permit program.

Del Mar manages employee parking through its downtown Parking Management Program and through shared and off-site parking arrangements, including employee relocation strategies intended to preserve convenient parking for visitors and customers.

Dana Point addresses employee parking within the Harbor through the transportation demand management measures required in its Parking Management Plan, which include transit subsidies, 51 August 9, 2026 Page 33
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rideshare and vanpool programs, and preferential parking, rather than through a standalone employee parking program.

Across the four cities, employee parking is treated as an operational and management issue addressed through district-level programs and demand management, rather than as a fixed ratio in the parking code.

The peer-city review demonstrates that the principal distinction between Laguna Beach and the comparison jurisdictions is not the underlying parking ratio, but the availability of district-specific mechanisms that modify how parking requirements are applied when uses intensify or change. Newport Beach, Del Mar, Carlsbad, and Dana Point each employ different approaches to accommodate redevelopment and business turnover on constrained sites, while Laguna Beach currently applies a comparable district-scale approach primarily within the Downtown Specific Plan area.

4.3 KEY INSIGHTS RELEVANT TO LAGUNA BEACH
This review of peer coastal cities shows several recurring themes that can inform Laguna Beach’s evaluation of its non-residential parking requirements. While each community manages its system differently, their experiences highlight strategies that may help Laguna Beach address long-standing challenges in built-out commercial areas.

APPROACHES THAT ALIGN WITH LAGUNA BEACH’S COASTAL, VISITOR-ORIENTED

CONTEXT
 District-specific change-of-use mechanisms can reduce, waive, or otherwise accommodate additional parking obligations when businesses intensify or convert to more parking-intensive uses.  Simplified parking categories and consolidated use classifications can reduce ambiguity, improve consistency, and make parking requirements easier to administer for tenant changes and evolving business types.
 None of the four peer cities applies a blended parking rate comparable to those established in Laguna Beach's DSP.
 Peer cities instead achieve flexibility through parking overlay districts, consolidated use categories, and expanded shared and off-site provisions.
 Shared parking as a standard tool, not only as an exception, helps cities make better use of limited supply, especially where demand varies throughout the day and season.  Operational strategies (employee parking relocation, curb turnover management, wayfinding) are commonly used to relieve pressure in high-activity coastal districts without requiring new supply.  District-level management models show how coastal cities can support multiple user groups (residents, employees, and visitors) with coordinated policies rather than parcel-by-parcel requirements.

PRACTICES THAT ADDRESS CONSTRAINED PARCELS OR OLDER BUILDINGS  Clear pathways for off-site parking or joint-use agreements provide feasible compliance options when on-site expansion is not possible.
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 Evidence-based reductions allow cities to right-size parking requirements when actual demand is lower than traditional ratios assume.
 Alternative compliance guides (similar to Dana Point’s) help applicants navigate options, reducing uncertainty and administrative delays.
 Use of in-lieu parking programs provides a practical mechanism for meeting requirements without forcing physical construction on small parcels.

IMPLICATIONS FOR LAGUNA BEACH
Across the peer cities, five major themes stand out as particularly relevant for Laguna Beach’s upcoming code update:
 The peer-city review suggests that facilitating business turnover and intensification depends less on reducing parking ratios and more on providing clear district-level mechanisms that determine how additional parking demand is accommodated when uses change.  District-based approaches, whether formal or operational, can help manage visitor parking demand and support business turnover without adding physical parking supply.  Expanding shared parking, off-site options, and in-lieu parking pathways can provide realistic compliance mechanisms for older, built-out parcels.
 Shifting from multiple detailed use categories toward simpler, consolidated groupings can reduce ambiguity and improve consistency.
 Updating parking ratios for certain uses, especially restaurants and personal services, may help align requirements with modern business models and observed demand. However, the peer-city review suggests that flexibility mechanisms often play a larger role than parking-ratio changes in facilitating tenant turnover, redevelopment, and intensification.
5 Implications for Updating Laguna Beach’s Parking
Requirements
The review of Laguna Beach’s existing parking framework, together with lessons from comparable coastal cities, identifies several potential directions for modernizing the City’s non-residential parking standards.

These directions respond to existing policy objectives, documented challenges on constrained parcels, and approaches used in similar built-out coastal communities. Collectively, they provide a framework for evaluating future parking-rate alternatives, administrative mechanisms, and potential code language revisions.

5.1 POTENTIAL DIRECTIONS FOR MODIFICATION

MODERNIZING AND SIMPLIFYING PARKING CATEGORIES AND RATIOS While Laguna Beach’s current use-by-use system has provided structure for many years, it now functions in a setting where business types evolve quickly and many commercial parcels have little or no practical ability to add on-site parking. A more streamlined parking ratio system could offer clearer expectations, 53 August 9, 2026 Page 35
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reduce administrative complexity, and ease tenant turnover, particularly for small businesses operating on constrained parcels. Key trends suggest this is an appropriate direction:
 Multiple peer cities have consolidated their commercial categories, reducing reliance on narrowly defined uses.
 Laguna’s own DSP demonstrates the benefits of a blended rate, informed by observed demand rather than generic national ratios.
 Simpler groupings may reduce the frequency of change-of-use triggers, easing transitions in older buildings.

Simplifying some of the more detailed use categories would make the code easier to apply and more reflective of how businesses operate today, especially in mixed-use corridors where distinctions between uses are often minimal in practice.

ALIGNING REQUIREMENTS WITH A BUILT-OUT COASTAL ENVIRONMENT Laguna Beach’s commercial corridors share a key constraint: very limited ability to create new physical parking. This reality shapes everything from tenant turnover to reinvestment decisions. Requirements that assume the ability to build additional on-site spaces can unintentionally restrict activity in areas already operating at their physical limits. As a result, opportunities for improvement include the following:
 Ensuring that minimums reflect what parcels can realistically support.  Reconsidering operational modifiers (employees, seats, outdoor dining) that may overstate actual parking impacts in walkable, mixed-use environments.
 Relying more consistently on shared or district-level parking strategies in lieu of parcel-specific expansion.

Bringing the requirements closer to the realities of built-out parcels would reduce the need for repeated exceptions and create a more predictable path for reinvestment in aging commercial buildings.

IMPROVING FLEXIBILITY FOR TENANT CHANGES AND ADAPTIVE REUSE Many of Laguna Beach’s commercial buildings predate modern parking standards. As a result, even modest tenant changes can trigger new requirements that can be difficult to meet on-site. Although the City offers some tools (shared parking, off-site parking, valet, in-lieu parking certificates), they often function as exceptions rather than integral parts of the system. Several potential refinements could help address these conditions:
 Peer cities generally rely less on parking-ratio reductions and more on district-specific mechanisms that determine how parking demand is accommodated when uses change or intensify.  Clearer and more predictable pathways for alternative compliance, so applicants understand how to meet requirements without adding supply.
 Right-sized baseline minimums, reducing reliance on discretionary relief.  Strategic use of in-lieu parking mechanisms, such as broadening the geographic areas where certificates are available and setting fees that reflect the actual cost of providing parking, allowing reinvestment while avoiding unnecessary construction pressure on constrained parcels. 54 August 9, 2026 Page 36
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Experiences in other coastal cities show that meaningful flexibility can be incorporated into zoning while still protecting public access and providing clear expectations for applicants.

EXPANDING DISTRICT-BASED AND SHARED-PARKING STRATEGIES
Parking in coastal communities functions at a district scale: visitors park once, walk through multiple destinations, and generate overlapping patterns of demand. Peer cities have embraced this by planning for shared supply, coordinated curb management, and employee parking strategies that extend beyond parcel boundaries.

Laguna Beach already applies some of these concepts downtown; similar approaches may have value in other corridors (adapted to their scale and context). In these areas, opportunities may include:
 Strengthening criteria for shared-parking arrangements, so that mixed uses with offsetting peak demand can share supply rather than each providing separate parking.  Exploring district-based employee parking or turnover strategies, such as directing employees to shared or peripheral supply and tying parking reductions to verified TDM participation.  Using off-site parking more systematically in commercial areas that lack on-site capacity, with clearer standards for distance, access, and long-term availability.

Minimum requirements will still play an important role, but a more adaptable framework can help the city make better use of the parking supply that already exists.

Collectively, these observations suggest that future code updates should focus not only on parking ratios themselves, but also on the mechanisms used to accommodate parking demand when businesses evolve, intensify, or occupy constrained sites.

TOWARD A MORE CONSISTENT CITYWIDE FRAMEWORK
Laguna Beach currently relies on two primary parking approaches: a demand-informed blended framework within the Downtown Specific Plan and a more traditional use-specific framework in most areas outside it. Each framework was developed for its specific context, but the contrast can create inconsistencies and different levels of predictability for similar uses. Moving toward greater alignment, where appropriate, could:
 Improve fairness and transparency for businesses in similar situations.  Reduce procedural complexity across commercial districts.  Reinforce a citywide framework grounded in observed activity, operational tools, and shared-use principles.

The intention is not to extend the DSP model citywide but to draw from the elements that have proven effective downtown and apply them where conditions are comparable. In particular, several commercial areas outside the DSP share many of the Downtown's defining characteristics: compact, older, and largely built-out parcels, a mixed-use commercial character where retail, office, service, and restaurant uses are adjacent, and limited ability to add on-site parking as those uses change or intensify. 55 August 9, 2026 Page 37
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The DSP framework was calibrated to these same conditions, so its relevance to the rest of the city depends on how closely those conditions are matched outside the downtown. The peer-city review suggests that the applicability of DSP-style approaches should be determined by physical and operational characteristics rather than geography alone.

Where commercial districts share the Downtown's combination of small lots, mixed uses, constrained parking supply, and limited redevelopment capacity, similar parking management principles may merit consideration; where those conditions are absent, the traditional approach may remain more appropriate.

5.2 THEMES TO GUIDE THE NEXT PHASE OF THE UPDATE
The insights above point to several themes that can help shape future evaluation of parking rate alternatives and potential code language:
 Reduce barriers for tenant changes and adaptive reuse.  Strengthen shared and district-based parking strategies.  Improve consistency between DSP and non-DSP areas when supported by conditions.  Modernize and simplify parking ratios where feasible.  Align requirements with the built-out coastal setting.

These observations provide a starting point for shaping an updated set of parking standards that better match the city’s built-out setting and the needs of local businesses. 56