Manhattan Beach Outdoor
Dining Program: Parking
Analysis
Prepared for:
City of Manhattan Beach
MIG
November 2024
LB23-0095
2 Manh
attan Beach Outdoor Dining Program: Parking Analysis November 2024 Table of Contents
Introduction & Existing Conditions ............................................................................................ 5 Overview .......................................................................................................................................................................................... 5 Existing Conditions ....................................................................................................................... 6 Timeline & Data Collection .............................................................................................................................................. 6 Future Conditions ........................................................................................................................ 22 Methodology ...............................................................................................................................................................................22 Future Demand ...................................................................................................................................................................22 Future Supply ......................................................................................................................................................................24 Fieldwork ...............................................................................................................................................................................25 Analysis ..........................................................................................................................................................................................26 Outdoor Dining Parking Demand Estimates ...........................................................................................................26 Potential Changes in Parking Supply .........................................................................................................................29 Parking Strategies ....................................................................................................................... 31 Strategies .......................................................................................................................................................................................32 Additional Considerations ......................................................................................................................................................39 Recommended Bundle of Strategies ..................................................................................................................................39 Summary: Future Parking Conditions ....................................................................................... 42 3 Manh
attan Beach Outdoor Dining Program: Parking Analysis November 2024 List of Figures
Figure 1: On-Street Parking Inventory, North Manhattan Beach ...................................................................................... 8 Figure 2: On-Street Parking Inventory, Downtown Manhattan Beach ............................................................................ 9 Figure 3: Off-Street Parking Inventory, North Manhattan Beach ................................................................................... 10 Figure 4: Off-Street Parking Inventory, Downtown Manhattan Beach ......................................................................... 11 Figure 5: On-Street Peak Parking Occupancy, July 2023, North Manhattan Beach ................................................ 12 Figure 6: On-Street Peak Parking Occupancy, July 2023, Downtown Manhattan Beach ...................................... 13 Figure 7: Off-Street Peak Parking Occupancy, July 2023, North Manhattan Beach ............................................... 14 Figure 8: Off-Street Peak Parking Occupancy, July 2023, Downtown Manhattan Beach ..................................... 15 Figure 9: On-Street Peak Parking Occupancy, August 2023, North Manhattan Beach ......................................... 16 Figure 10: On-Street Peak Parking Occupancy, August 2023, Downtown Manhattan Beach ............................ 17 Figure 11: Off-Street Peak Parking Occupancy, August 2023, North Manhattan Beach ...................................... 18 Figure 12: Off-Street Peak Parking Occupancy, August 2023, Downtown Manhattan Beach.. .......................... 19 Figure 13: Systemwide Peak Parking Occupancy, July 2023 ............................................................................................ 20 Figure 14: Systemwide Peak Parking Occupancy, August 2023 ..................................................................................... 21 Figure 15: Typical Outdoor Dining Dimensions and Seating Arrangement ............................................................... 23 Figure 16: Example of Preliminary Plans .................................................................................................................................. 25 Figure 17: Party Size and Mode Split Data Collection Locations .................................................................................... 26 List of Tables
Table 1: Parking Supply by Area ..................................................................................................................................................... 6 Table 2: Peak Parking Occupancy .................................................................................................................................................. 7 Table 3: Downtown Manhattan Beach Parking Demand Estimates .............................................................................. 27 Table 4: North Manhattan Beach Parking Demand Estimates ........................................................................................ 28 Table 5: Systemwide Parking Demand Estimates ................................................................................................................. 28 Table 6: Estimated Future Systemwide Parking Supply ...................................................................................................... 30 Table 7: Programmatic Strategies ............................................................................................................................................... 32 Table 8: Design Strategies.............................................................................................................................................................. 35 Table 9: TDM Strategies .................................................................................................................................................................. 36 Table 10: Recommended Bundle of Strategies ..................................................................................................................... 40 Table 11: Total Future Parking Demand ................................................................................................................................... 43 4 Manh
attan Beach Outdoor Dining Program: Parking Analysis November 2024 5 Manh
attan Beach Outdoor Dining Program: Parking Analysis November 2024 Introduction & Existing Conditions
Overview
This report summarizes the parking analysis prepared to support the City of Manhattan Beach’s Long- Term Outdoor Dining Program Development. As part of the effort to make the temporary outdoor dining program permanent, the City of Manhattan Beach is exploring feasible outdoor dining options at select sites in Downtown and North Manhattan Beach. The City of Manhattan Beach is known regionally and nationally as a premier coastal destination, drawing millions of visitors yearly; and Downtown and North Manhattan Beach areas are prime locations for visitors and residents alike looking to access the coast and nearby businesses. As experienced in many coastal cities in California, parking is a key issue within the community and plays an important role in determining future outdoor dining options in Manhattan Beach. This report is intended to help inform stakeholders of existing parking conditions and inform how the implementation of additional outdoor dining could function along with strategies that reduce parking demand or increase parking supply in Downtown and North Manhattan Beach.
This report is organized into three chapters: Existing Conditions, Future Conditions, and Parking Strategies. As part of this effort, Fehr & Peers has comprehensively collected and evaluated data regarding current parking supply and demand, while also evaluating the proposed changes to parking supply and demand as a result of the proposed Outdoor Dining Program. This report concludes with a suite of tailored strategies aimed at improving mobility in Manhattan Beach based on input received from community stakeholders (e.g., the Outdoor Dining Task Force, City Staff, and members of the public).
These strategies are intended to form a set of options that can be implemented in phases based on opportunities, constraints, funding, and priorities that may change over time.
6 Manh
attan Beach Outdoor Dining Program: Parking Analysis November 2024 Existing Conditions
Timeline & Data Collection
As part of this study, 60 hours of data were collected for off-street locations in 18 public parking lots and 55 on-street segments during some of the busiest weekends in the year (on sunny, summer days) in 2023.
Note, private lots were not surveyed within the study area. Parking occupancy counts were collected every hour for two weekends (Friday, Saturday, and Sunday) from 11:00AM to 8:00PM during July 21-23, 2023, and August 11-13, 2023. Table 1 summarizes the parking supply by area and whether it is located on- street or off-street. Figure 1 and Figure 2 display the locations of the on-street segments and Figure 3 and Figure 4 show the location of off-street lots counted.
Parking Supply
Existing conditions data was divided into two main categories:
1. Supply - how many parking spaces are present.
2. Peak Occupancy - what is the busiest day and time for each weekend.
Table 1: Parking Supply by Area
On-Street Parking
Spaces
Off-Street Parking
Spaces
North Manhattan Beach 113 313
Downtown 641 1,178
Area Subtotals 754 1,491
Reserved* - 120
Loading/Short-Term* 74 -
Total 2,245
Source: Fehr & Peers, 2023
*Reserved, Loading, and Short-Term parking are included in the total available parking count.
Peak Parking Occupancy
Per industry standards, a parking lot or area is considered "effectively full" when occupancy reaches 85% or more. Eighty-five percent occupancy accounts for being able to efficiently and quickly find parking, as opposed to circling around. During the busiest times, occupancy throughout the study area exceeded that threshold. A summary of observed parking occupancy is shown in Table 2. • Occupancy exceeded 100% on some on-street segments due to people parking in front of driveways. Additionally, segments with lower occupancy tend to reflect the availability of short- term parking (e.g., 24-minute parking) or loading zones. 7 Manh
attan Beach Outdoor Dining Program: Parking Analysis November 2024 • During peak times, off-street locations typically exhibit occupancy rates over 85%. Lots exhibiting lower occupancy are due to a greater proportion of spaces being labeled reserved or being used for storage/staging (e.g., security cameras in Upper Pier Lot South).
Overall, Saturdays had the highest observed parking utilization. For Saturdays in July, 90% occupancy was exceeded from 11:00AM to 6:00PM for on- and off-street parking. For Fridays in July, area-wide occupancy peaked at just over 90% at 1:00PM. For Sundays in July, area-wide occupancy peaked at just over 90% from noon to 3:00PM. The lowest area-wide occupancy in July was observed from 6:00PM to 8:00PM at 65% on Sunday. August parking demand was similar on Saturdays with a shorter peak ending at 3:00PM. Fridays in August were not as busy as July, with no hour exceeding 90% system-wide occupancy. Sundays in August had four hours exceeding 90% system-wide occupancy. Outside of the midday peaks, system occupancy hovered around 70% - 80%, indicating there were roughly 300 to 500 spaces (approx. 350 Downtown and 98 in North Manhattan Beach) available for parking during non-peak Friday and Sunday evenings. As noted above, some available spaces have time restrictions or may be further away from popular destinations such as the beach, pier, and restaurants around Manhattan Beach Boulevard. Table 2 summarizes the observed parking occupancy for the peak hour and the range of observed occupancy for on-street and off-street parking locations. Figure 5, Figure 6, Figure 7, Figure 8, and Figure 13 show peak parking occupancy for July 2024. Figure 9, Figure 10, Figure 11, Figure 12, and Figure 14 show peak parking occupancy for August 2024.
Table 2: Peak Parking Occupancy
Available Spaces Peak Occupancy Observed Occupancy
Range
On-Street 754 719 (95% Occupied) 497* - 719
(65%- 95% Occupied)
Off-Street 1,491 1, 383 (93% Occupied) 786 - 1,383
(53% - 93% Occupied)
Total Observed Utilization 2,102 (94% Occupied)
Source: Fehr & Peers.
*Some segments closed due to Manhattan Beach Grand Prix on Sunday morning (7/23); thus, lowering total vehicles counted
Spaces
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20 Manhattan Beach Outdoor Dining Program: Parking Analysis November 2024 Figure 13: Systemwide Peak Parking Occupancy, July 2023 Source: Fehr & Peers, 2023
21 Manhattan Beach Outdoor Dining Program: Parking Analysis November 2024 Figure 14: Systemwide Peak Parking Occupancy, August 2023 Source: Fehr & Peers, 2023
Future Conditions
Methodology
Future Demand
As part of evaluating the future effect of outdoor dining on parking demand and supply, the first step was to obtain the anticipated future restaurant land use data from the City including: existing Downtown and North Manhattan Beach restaurant square footages, proposed outdoor dining square footage, and proposed additional outdoor dining seats.1 The next step was to review and apply parking generation rates using nationally available data, industry resources, and locally tailored data. Figure 15 displays the typical outdoor dining seating dimensions and outdoor dining supply considered throughout the study area for the development of parking generation estimates.
1 Per data received from the City of Manhattan Beach in June 2024, Fehr & Peers evaluated the outdoor dining scenario with an expansion of outdoor dining of up to 580 new seats. 23 Manhattan Beach Outdoor Dining Program: Parking Analysis November 2024 Figure 15: Typical Outdoor Dining Dimensions and Seating Arrangement Source: City of Manhattan Beach, 2023
The Urban Land Institute’s (ULI) Shared Parking Model, 3rd Edition was used in this analysis to help evaluate future parking demand estimates. The Institute of Transportation Engineers (ITE) released a Parking Generation Manual 6th Edition (PGM) update in October 2023. The ULI provides parking demand data based on land use rates across the United States and publishes these studies in their Shared Parking manual which is generated based on the findings of the prior PGM (5th Edition). For this analysis, Fehr & Peers reviewed several parking rates as below:
1) ULI Shared Parking Model based on the 5th Edition PGM 2) 6th Edition PGM
In conversation with the City and based upon the unique land use context of Manhattan Beach, Fehr & Peers conducted fieldwork in April 2024 to supplement the parking demand estimates to account for local observations regarding average vehicle occupancy and mode of arrival. This data was used to compare and refine Shared Parking Model inputs and outputs by incorporating data observed in the study area.
24 Manhattan Beach Outdoor Dining Program: Parking Analysis November 2024 Future Supply
To estimate the future supply of on-street parking, Fehr & Peers created conceptual street design plans that used outdoor dining dimensions and location data provided by the City. These street design plans also incorporated all necessary Public Right-of-Way Access Guidelines (PROWAG), such as adequate curb ramps, sidewalk widths, and crosswalk markings. In addition, these plans considered impacts to utilities and the streetscape, including streetlights, street trees, fire hydrants, and parking meters. The preliminary plans resulted in a net decrease of 7 parking spaces in the future for on-street parking supply. Figure 16 displays a sample plan that illustrates how additional outdoor dining would be accommodated and how physical changes to the street could also modify the parking layout and corresponding on-street parking supply. A switch from angled parking to parallel parking generally means a reduction in parking, while converting parallel parking to angled parking provides an opportunity to gain additional supply, if the roadway width allows this conversion.
25 Manhattan Beach Outdoor Dining Program: Parking Analysis November 2024 Figure 16: Example of Preliminary Plans
Source: Fehr & Peers, 2024
Fieldwork
Fehr & Peers conducted field observations in the Downtown and North Manhattan Beach areas between 11:00 AM and 6:00 PM on Saturday, April 6th, 2024. The objective of the fieldwork was to collect data on the mode of arrival and party size of diners and patrons in Manhattan Beach, which was used to inform the demand estimates for parking. Staff used ESRI’s Survey123 mobile application to record data on the size of patron groups and the mode of transportation used to get to the area (bike, e-bike, walking, driving, or transit). Figure 17 shows the observed collection locations using Survey123. Ultimately, this data informed the average restaurant party size and percentage driving that were used to estimate peak parking demand associated with the potential increase in outdoor dining.
26 Manhattan Beach Outdoor Dining Program: Parking Analysis November 2024 Figure 17: Party Size and Mode Split Data Collection Locations Source: Fehr & Peers, 2024
Analysis
Outdoor Dining Parking Demand Estimates
Using City-supplied data on restaurant footprints and seat counts, ULI and ITE parking generation rates, and fieldwork on travel mode split and party size, Fehr & Peers estimated the additional parking demand that would be generated from outdoor dining. Systemwide, Downtown, and North Manhattan Beach demand estimates are summarized in Table 3, Table 4 and Table 5, respectively.
Applying ULI and ITE parking generation rates, systemwide outdoor dining is projected to add an additional peak demand ranging from 92 (ULI Model based on ITE 5th Edition) to 304 (ITE 6th Edition) parking spaces. The ITE Shared Parking Model adjusts parking demand to account for land-use type, time-of-day variations, day-of-week variations, and monthly variations, all of which result in a systemwide projected demand that does not precisely equal the sum of each area’s parking demand.
Furthermore, these generation rates do not account for location-specific factors like mode split and average party size but are useful as a starting point for further analysis.
27 Manhattan Beach Outdoor Dining Program: Parking Analysis November 2024 Much of the data collected for the ITE Shared Parking Model is in settings where there is less walking or biking. In addition, those settings may not include the variety of destinations in Manhattan Beach that contribute to visiting numerous establishments while parking once or with a larger party.
Using fieldwork data on party size, outdoor dining seats added, and mode split (percent of parties driving), Fehr & Peers estimated future additional systemwide peak parking demand to be between 122-181 parking spaces (20-30 space in North Manhattan Beach and 102-151 spaces in Downtown) for an increase of 580 outdoor dining seats. To provide a conservative estimate, our analysis of future conditions applies the larger parking demand estimate of 181 vehicles and assumes that up to 580 seats may be patronized at once. It is unlikely that all 580 outdoor seats would be implemented by local businesses or that they would all be in use simultaneously. Nevertheless, to present a worst-case scenario, the analysis evaluates the peak demand of all seats on top of the midday peak occupancy observed for a Saturday in July.
For Downtown Manhattan Beach, parking generation rates estimated an additional peak demand of 74 (ITE 5th Edition) to 257 (ITE 6th Edition) spaces. Using fieldwork and City data, Fehr & Peers forecasted future additional peak parking demand to be up to 151 spaces. This is primarily due to observations indicating few patrons arrive alone and walking and biking account for a greater proportion of trips than is the case in other suburban settings.
For North Manhattan Beach, parking generation rates estimated an additional peak demand of 22 (ITE 5th Edition) to 58 (ITE 6th Edition) parking spaces. Using fieldwork and City data, Fehr & Peers estimated future additional peak parking demand to be up to 30 spaces.
Table 3: Downtown Manhattan Beach Parking Demand Estimates Estimated Downtown Summer Outdoor Dining Parking Demand Peak Summer Demand by Square Footage (ITE 5th Edition) 74 Peak Summer Demand by Seats (ITE 6th Edition) 257
Fieldwork-Estimated Dining Demand
Total Outdoor Dining Seats Added 490
Observed Average Restaurant Party Size 2.3
Estimated Number of Parties (Dining Seats/Party Size) 213 Percent of Parties Driving - High End Estimate 71%
Estimated Parking Demand* 151
Total Current Parking Supply 2,245
Percentage of Current Parking Supply 6.7%
Source: Fehr & Peers. 2024
*This calculation was derived by dividing the total amount of outdoor seats by the observed party size and then multiplying total by the estimated percent driving (490/2.3*71% = 151)
28 Ma
nhattan Beach Outdoor Dining Program: Parking Analysis November 2024 Table 4: North Manhattan Beach Parking Demand Estimates Estimated North Manhattan Beach Summer Outdoor Dining Parking Demand
Peak Summer Demand by Square Footage (ITE 5th Edition) 22 Peak Summer Demand by Seats (ITE 6th Edition) 58
Fieldwork-Estimated Dining Demand
Total Outdoor Dining Seats Added 90
Observed Average Restaurant Party Size 2.1
Estimated Number of Parties (Dining Seats/Party Size) 43 Percent of Parties Driving - High End Estimate 71%
Estimated Parking Demand* 30
Total Current Parking Supply 2,245
Percentage of Current Parking Supply 1.3%
Source: Fehr & Peers. 2024
*This calculation was derived by dividing the total amount of outdoor seats by the observed party size and then multiplying total by the estimated percent driving (90/2.1*71% = 30)
Table 5: Systemwide Parking Demand Estimates
Estimated Systemwide Summer Outdoor Dining Parking Demand Peak Summer Demand by Square Footage (ITE 5th Edition) 92 Peak Summer Demand by Seats (ITE 6th Edition) 304
Fieldwork-Estimated Dining Demand
Total Outdoor Dining Seats Added 580
Observed Weighted Average Restaurant Party Size 2.27
Estimated Number of Parties (Dining Seats/Party Size) 256 Percent Driving (includes "Unknown") 71%
Estimated Parking Demand* 181
Total Current Parking Supply 2,245
Percentage of Current Parking Supply 8.0%
Source: Fehr & Peers. 2024
*This calculation was derived by dividing the total amount of outdoor seats by the observed party size and then multiplying total by the estimated percent driving (580/2.27*71% = 181)
Based on the existing parking occupancy data collection, the peak parking time was 2:00PM on Saturday July 22, 2023, which observed 95% system occupancy with a total of 2,102 (1,667 in Downtown, 435 in North Manhattan Beach) vehicles parked. With the estimated parking demand increases associated with additional outdoor dining demand, an increase of 181 (151 in Downtown, 30 in North Manhattan Beach) parked vehicles would increase the number of vehicle demand for parking to a total of 2,283 (1,818 in Downtown, 465 in North Manhattan Beach) vehicles.
29 Manhattan Beach Outdoor Dining Program: Parking Analysis November 2024 Potential Changes in Parking Supply
Using the preliminary plans, the proposed outdoor dining areas in Downtown and North Manhattan Beach would result in a net loss of 7 on-street parking spaces systemwide (5 in Downtown, 2 in North Manhattan Beach), going from 754 to 747 available spaces. This accounts for less than one percent of the total current parking supply.
Opportunities for adding parking at the 18 current off-street parking lots in Manhattan Beach were also considered. As of August 2024, Lot 3 is closed due to identification of significant structural issues. As a result, Lot 3 is anticipated to undergo a full redesign and construction. As of this writing, the parking capacity of the redesigned Lot 3 is unknown. Upon closure, Lot 3 had capacity for 146 parking spaces across three levels, including accessible spaces and electric vehicle parking. Assuming the reconstruction of Lot 3 would retain the same three-story height and footprint, there would be a net increase of zero spaces. However, discussions with City staff indicate that rebuilding Lot 3 with the same height and building footprint may result in reduced parking capacity due to updated building code requirements and accessibility guidelines. Operating under this assumption, Fehr & Peers estimates that a redesigned Lot 3 will have capacity for 106 spaces, resulting in a loss of 40 spaces. A full analysis of the proposed site plan is needed to more accurately determine changes in parking supply, which is unavailable as of August 2024. Therefore, Fehr & Peers is assuming a net loss of parking to provide a more conservative estimate.
Shared parking also has the potential to increase off-street parking supply, as peak parking demand occurs on the weekend when professional service businesses are closed2. In addition to the 18 current public parking lots, Manhattan Beach has a supply of private parking lots which may be used for parking.
These lots include:
• North Manhattan Beach
◦ Chevron Lot (38th Place/North Crest Dr) – 100 spots
• Downtown Manhattan Beach
◦ Bank of America (1200 Highland Ave) – 26 spots
◦ US Bank (400 Manhattan Beach Blvd) – 18 spots
Systemwide, the three identified private lots could add 144 additional parking spaces using the shared parking method.
Additional parking spaces may be created from the implementation of valet or attendant parking, because vehicles can be “stacked” parallel in front of parking stalls or may be parked in areas otherwise prohibited during normal working hours, such as in the drive aisles. Valet parking has been proposed as a possibility for the Manhattan Beach Civic Center Lots and the Pier parking lots, which currently have a combined capacity of 209 non-reserved spaces. By using stacked valet parking at these locations, Fehr & Peers 2 Urban Land Institute, 2020. Shared Parking, 3rd Edition 30 Manhattan Beach Outdoor Dining Program: Parking Analysis November 2024 estimates that parking capacity may be increased by 10%3, or roughly 20 spaces. Valet or attendant parking could also be implemented in North Manhattan Beach at the El Porto lot and Lot 4, which have a combined capacity of 299 non-reserved spaces. At these lots, stacked valet parking may increase capacity by roughly 30 spaces.
Stacked valet parking being implemented at UC Davis Parking Structure 44 As shown in Table 6 below, the additional parking supply described above would bring the total parking supply to 2,392 parking spaces.
Table 6: Estimated Future Systemwide Parking Supply
Future Systemwide Parking Supply Downtown North Manhattan Beach Total Current Parking Supply 1,819 426 2,245
Loss of On-Street Spaces from Outdoor Dining -2 -5 -7
City Lot 3 Redesign -40 - - 40
Valet or Attendant Parking 20 30 50
Systemwide Shared Parking 44 100 144
Total Estimated Future Supply 1,841 551 2,392
Source: Fehr & Peers, 2024
3 Additional capacity from valet parking is highly contextual and requires a site plan analysis to determine exact capacity increases. Fehr & Peers has observed capacity increases between 10-25% for Southern California parking studies, with 10% representing the professional “rule of thumb” in site access planning. Parking management services operating in Southern California, such as Parking Company of America (PCA) and First Class Valet, estimate between 10-15% capacity increases as a result of valet parking. In a 2011 campus study conducted with Fehr & Peers, PCA estimates that 1 "stacked" parked vehicle may be accommodated for every 1.5-2.5 parking spaces blocked, depending on the size of the space and vehicle. 4 UC Davis, 2024. https://health.ucdavis.edu/parking/stacked_parking/index.html
Parking Strategies
In consultation with City staff and project team, Fehr & Peers developed a set of potential parking strategies to accommodate the proposed outdoor dining program. Strategies are grouped into three approaches: programmatic, design and spatial alterations, and Transportation Demand Management (TDM). These approaches are summarized in Table 7, Table 8, and Table 9, respectively. Programmatic strategies focus on policy changes or initiatives that can be adopted to affect parking supply or demand, design strategies focus on changes to the built environment that can affect parking supply or demand, and TDM strategies focus on reducing demand for passenger vehicle usage and parking. It is recommended that the City implement a suite of strategies to best accommodate outdoor dining, as opposed to focusing on a single policy. Priority rankings were determined in consultation with City staff and the Outdoor Dining Task Force.
The percent changes in supply or demand were sourced from the California Air Pollution Control Officer’s Association (CAPCOA) 2021 Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity. This handbook quantifies sustainability measures relating to greenhouse gas emissions reductions using empirical data and validated studies. The percentage change in parking demand refers to the corresponding percent change in vehicle miles traveled (VMT) by users. Not all the strategies developed for the City’s outdoor dining program have an existing body of research available to apply. As a result, they are not quantified in the 2021 CAPCOA Handbook or in this analysis.
31 Manhattan Beach Outdoor Dining Program: Parking Analysis Strategies
Table 7: Programmatic Strategies
Strategy
(Priority
Ranking ★ -
★★★★★)
Description/Considerations Timeline Implementation Cost (Low $ - High $$$)
Effect on
Vehicle Supply
or Demand
% Change
Supply or
Demand
(if available)*
Adjust Parking
Time Limits
★★★★★
Changing the parking time limits to encourage
turnover at busy street blocks. A majority of on-street parking is two hours. Potentially, along select blocks
(like Manhattan Beach Boulevard), parking limits could
be set to one hour. Conversely, garages and lots could
have longer parking limits with incremental increases
in parking price every 30 minutes. This promotes
turnover along busy on-street blocks and short-term
parking on-street while encouraging drivers to park
longer at less busy locations.
Short/Mid-
Term $ (One-Time) No Change -
Shared
Parking
★★★★
Allowing multiple private uses to use one off-street
parking garage or lot with complementary parking
patterns (i.e., peak parking occupancy for each
participating land use occurring at a different time of day). In the context of outdoor dining, there may be
special considerations for dining uses that only
operate at night (past peak summer daytime peaks).
Challenges include public perception and
managing/enforcing shared parking resources within
private properties. Other cities that have pursued this option include Ventura, Redondo Beach and Beverly
Hills.
Short-Term $ (Continuous) Increase in
Supply -
32 Manhattan Beach Outdoor Dining Program: Parking Analysis Demand-
Based On-
Street & Off-
Street Parking
Pricing
★★
Setting parking prices dynamically based on demand
to reduce excess circulation. A program like this uses
real-time information to inform drivers where to park,
periodically adjusting metered and garage pricing to
match demand using an app. This encourages drivers
to park at less busy locations or switch to an alternate travel mode, reducing competition for the curb. This
strategy is modeled off of San Francisco’s SFPark
Program and the City of Los Angeles has piloted a
similar program called LA Express Park. Challenges
include reliable technology and Coastal Commission
regulation of parking pricing in the Coastal zone. An
alternative could include using smart meters and the
app simply to convey real-time parking availability to
drivers (without pricing adjustments), however, this
would likely have minimal effects on parking demand.
Mid-Term $$ (Continuous) Decrease in
Demand
Up to 30%
reduction
Valet
★★
Encouraging valet or attendant parking (where
feasible) in private or public parking lots to maximize parking supply and reduce excess circulation. Valet
services are limited in Downtown, while one North
Manhattan Beach Restaurant provides valet. This
strategy allows space to be used more efficiently with
trained parking personnel. While valet is associated
with higher labor costs, pricing of the service in this area would cover portions of the program cost.
Short-Term $ (Continuous) Increase in
Supply -
33 Manhattan Beach Outdoor Dining Program: Parking Analysis Parking
Benefit
Districts
★★
Reinvesting parking revenue from meters, garages and
lots within a given district to fund neighborhood
improvements, such as street sweeping, tree planting
and trimming, and sidewalk and street repair. For
example, improving sidewalk conditions and crossings
can make it easier for people to walk and visit the area without a vehicle and offer potential benefits of
reducing parking demand and circling for parking.
Meter revenue may also be used to fund an increase
parking supply or provision of other strategies, such as wayfinding. This is modeled after Old Pasadena’s
parking benefit district. Note that North Manhattan
Beach already operates a business improvement
district with a similar revenue and spending mode.
Mid-Term
$ (Continuous,
but can
generate revenue)
No Change -
Adjust Parking
Prices between
On-Street &
Off-Street
Supply
★★
Incentivize use of off-street parking by pricing off-
street garages and lots lower than on-street parking.
Currently, the City charges $2.00 per hour for both on
and off-street spaces ($2.50 per hour at beach parking
lots). The City could charge $2.50 or $3.00 per hour for on-street spaces and $2.00 for off-street, which
encourages drivers to park off-street where there is
greater supply and availability. This may also reduce
competition for the curb and cruising for parking.
Short-Term $ (One-Time) Decrease in
Demand -
Source: Fehr & Peers, 2024, California Air Pollution Control Officers Association, 2021 *Quantifiable reductions in supply or demand were only available for select policies with existing studies and empirical data 34 Manhattan Beach Outdoor Dining Program: Parking Analysis Table 8: Design Strategies
Strategy
(Priority
Ranking ★ -
★★★★★)
Description/Considerations Timeline
Implementation Co
st
(Low $ - High $$$)
Effect on
Vehicle Supply
or Demand
% Change
Supply or
Demand
(if available)*
Street Striping
Modifications
★★★★★
Modifying street striping can increase available
parking supply and support the Outdoor Dining
Program changes through strategies that convert on-
street parallel parking spaces to diagonal spaces and
expand sidewalks for outdoor dining areas. The intent
of this approach would be to maintain or increase
parking supply.
Mid-Term
$$ (Higher
if hardscape
modified)
No Change -
Bike Parking
★★★★★
Allowing people arriving on bicycle to easily and
safely store their bicycles (and e-bikes) encourages
less driving to the beach and nearby dining
opportunities, especially for local trips. Consider
implementing/expanding near hotspot areas like
Manhattan Beach Boulevard, near beach lots, and
North Manhattan Beach, where feasible.
Short-Term $$ (One-Time) Decrease in
Demand
Up to 4.4 %
reduction
Signage/Wayfi
nding
★★★★
Encouraging drivers to use off-street parking
reduces potential excess circulation. For example,
the Civic Center parking lot is less utilized than
others – wayfinding to this garage could help
accommodate demand.
Short-Term $$ (One-Time) No Change -
Convertible
Parking Spaces
★★★
Building modifiable, on-street physical infrastructure
that changes based on time of day. For example,
using moveable bollards to allow parking in the
morning and for other uses (e.g., bike parking,
rideshare drop-off/pick-up location, etc.) in the after- noon/evening by removing the bollards. This strategy
aims to flexibly provide additional opportunities to
maximize the use. Challenges include daily set-up,
along with design/safety considerations.
Mid-Term $ (Continuous) Increase in
Supply -
35 Manhattan Beach Outdoor Dining Program: Parking Analysis Parking Garage
★★
Building additional parking will increase supply.
However, costs of developing parking are high. For
example, a single space can range from $35,000 to
$80,000 depending on the type of structure and
location
Long-Term $$$ (One-Time) Increase Supply -
Source: Fehr & Peers, 2024, California Air Pollution Control Officers Association, 2021 *Quantifiable reductions in supply or demand were only available for select policies with existing studies and empirical data Table 9: TDM Strategies
Strategy
(Priority
Ranking ★ -
★★★★★)
Description/Considerations Timeline
Implementation Co
st
(Low $ - High $$$)
Effect on
Vehicle Supply
or Demand
% Change
Supply or
Demand
(if available)*
On-Demand
Shuttle
(e.g., Circuit)
★★★★
Providing an on-demand shuttle allows more local,
short trips to be made without a car. The City could
use the service during peak hours and peak seasons.
Considerations include hours of operation and
aligning fleet size and service area. The smaller the
fleet, the smaller the service area should be. This is
due to high demand, as observed in other cities such
as Long Beach and Huntington Beach.
Mid-Term $$$ (Continuous) Decrease in
Demand -
Bike Valet
★★★★
Allowing bicycle riders the opportunity to safely store their bicycle (and e-bikes) with an attendant
encourages less driving to the beach and dining
opportunities. This could be employed during the
summer peak months on a seasonal basis. Costs for
attendants could be recovered via a fee for parking or
could be funded with parking meter revenue.
Short/Mid-
Term $$ (Continuous) Decrease in
Demand -
36 Manhattan Beach Outdoor Dining Program: Parking Analysis Remote
Parking &
Shuttle
★★★
Providing shuttle service from remote parking lots
allows regional visitors to park in less impacted areas.
The City could use a shuttle during the summer peak
months. However, costs may be high. Options include
sites like Manhattan Village Shopping Center or
Pacific Elementary School. This would most likely
function as a point-to-point shuttle between the
remote lot and a few key destinations near the beach
and Downtown. Outside of City funding, merchant
permit revenue or a parking benefit district could
help fund this strategy. During peak demand periods,
an on-demand service may not have sufficient
capacity to meet demand and is not suggested for
this strategy. This strategy is modeled off of Laguna
Beach’s free (to users) trolley service.
Mid-Term $$$ (Continuous) Decrease in
Demand -
Employee
Rideshare
★★
Providing rideshare services to employees from a
remote location to reduce parking demand in
Downtown and North Manhattan Beach. Challenges
include funding and incentivizing the program (e.g.,
via rebates). Mandatory programs may be more
challenging to implement and are typically done by
employers.
Mid-Term $$ (Continuous) Decrease in
Demand
Up to 20%
reduction
37 Manhattan Beach Outdoor Dining Program: Parking Analysis Bike Share
Program
★★
Providing rentable bikes creates the opportunity for
visitors and residents to travel in and around
Downtown and North Manhattan Beach without
driving. Bike share is ideal for shorter distances (e-
bikes could also be provided to incentivize use).
Challenges include identifying appropriately sized
locations for bike share parking and identifying
funding for implementation (e.g., establishing
private-public partnerships). Los Angeles and Long
Beach have bike share programs, though several
smaller cities (e.g., Pasadena, West Hollywood,
Beverly Hills) no longer have their programs in
operation, citing the high operating costs relative to
ridership rates.
Mid-Term $$ (Continuous) Decrease in
Demand
Up to 0.02%
reduction
Source: Fehr & Peers, 2024, California Air Pollution Control Officers Association, 2021 *Quantifiable reductions in supply or demand were only available for select policies with existing studies and empirical data 38 Manhattan Beach Outdoor Dining Program: Parking Analysis Additional Considerations
Cost
Costs can vary substantially by strategy – for example, restriping the street may cost $3.00 per linear foot, while the median cost of a new parking structure in Los Angeles is approximately $25,000 per space5.
Such costs may be one-time investments or may require recurring spending for maintenance, labor, and evaluation. The applicability/availability of City funds and the willingness to spend on a strategy will drive the outcome of any parking policy.
User Type
User type is another important consideration, as some parking strategies are most effective when paired with specific patterns of transportation behavior. For example, remote parking is best suited for users making longer-term trips while adjusted on-street parking pricing is most effective towards users making shorter-term trips.
Users can be categorized into four groups: employees, customers, visitors, and residents. Employees working in the Downtown and North Manhattan Beach areas typically operate on a fixed schedule, regardless of parking demand. These users seek longer-term parking (e.g., length of a shift) and make recurring trips. Immediate access to parked vehicles is less of a priority for this user group when compared to customers. Visitors to Manhattan Beach tend to operate on a more dynamic travel schedule, making non-recurring visits or only visiting on a monthly or quarterly basis. Immediate access to vehicles is preferred for customers making short-term trips for dining or shopping – these customers may be parking in Manhattan Beach as part of a longer trip with multiple destinations along the way, referred to as “trip-chaining”. Conversely, visitors making long-term visits (e.g., day-long beach visit along with shopping/dining) may not require immediate access to their vehicle once parked and may make intra-city trips on foot or via bike and transit. The resident user type typically refers to someone living in the direct vicinity of Downtown and North Manhattan Beach areas or could be used more broadly for someone living in the City of Manhattan Beach. Due to their closer vicinity, residents may have a higher likelihood of using alternative modes of transportation to access their destination, especially via bicycle, walking, or micromobility. Residents may also make more recurring visits when compared to visitors and more short- term trips when compared to employees.
Recommended Bundle of Strategies
In August 2024, Fehr & Peers presented the existing conditions, future conditions, and suite of potential parking strategies to Manhattan Beach City Staff and the Outdoor Dining Task Force. Based upon feedback received at the meeting, as well as past communications and engagement efforts, Fehr & Peers outlined four general desired outcomes. Specific strategies for these outcomes are summarized in Table
10. 5 WGI Engineering, 2020. https://wginc.com/wp-content/uploads/2020/07/Parking-Construction-Cost-Outlook.pdf 39 Manhattan Beach Outdoor Dining Program: Parking Analysis
1. Encourage multimodal access
2. Increase supply of on-street parking
3. Maximize use of outdoor dining spaces
4. Relocate demand for long-term parking
Street modifications can increase the available parking supply and maximize the use of outdoor dining spaces through strategies that convert on-street diagonal parking spaces to parallel spaces and expand sidewalks for
outdoor dining areas. Shared parking relocates demand for long-term parking by providing additional off-street parking supply in lots with complementary parking patterns (i.e., peak parking occupancy for each participating land use occurring at a different time of day). Shared parking is ideal for longer-term users as opposed to short-term users who would utilize on-street parking and contributes to increased parking supply when available. Valet or attendant parking maximizes off-street parking supply and relocates demand for longer-term parking, as opposed to short-term users who would utilize on- street parking. Adding additional off-street parking supply through new parking garages would provide additional parking capacity for all user types in the study area. An on-demand shuttle would allow more local, short trips to be made without a car, encouraging multimodal access to the area and contributing to decreased parking demand where local trips shift to people taking the shuttle, biking, or walking.
Increased bike parking and bike valet would allow more local, short trips to be made without a car, encouraging multimodal access to the area. Improved wayfinding signage related to parking would encourage drivers to use off-street parking and reduce demand for shorter-term on-street parking spaces.
Table 10: Recommended Bundle of Strategies
Parking Strategy Desired Outcome Timeline Cost Parking
Effect % Change
Street Modifications
Increase supply of on-
street parking &
maximize use of
outdoor dining spaces
Mid-Term $$ (higher if
hardscaped) No Change -
Shared Parking
Increase supply and
relocate demand for
long-term parking
Short-
Term $ (continuous) Increases
Supply -
Valet
Increase supply and
relocate demand for
short/long-term
parking
Short-
Term $ (continuous) Increases
Supply -
Additional Off-Street
Supply (Parking
Garage)
Relocate demand for
long-term parking Long-Term $$$ (one-time) Increases
Supply -
40 Manhattan Beach Outdoor Dining Program: Parking Analysis On-Demand Shuttle
Encourage
multimodal access
and decrease parking
demand
Mid-Term $$$ (continuous) Decreases
Demand
Up to 5.5%
reduction
(transit
related
measures)
Increase Bike Parking
Encourage
multimodal access
and decrease parking
demand
Short-
Term $$ (one-time) Decreases
Demand
Up to 4.4%
reduction
Bike Valet During
Peak Hours
Encourage
multimodal access
and decrease parking
demand
Short/Mid-
Term $$ (continuous) Decreases
Demand -
Improved Signage
Relating to Parking
Relocate demand for
long-term parking
Short-
Term $$ (one-time) No Change -
41 Manhattan Beach Outdoor Dining Program: Parking Analysis Summary: Future Parking
Conditions
As seen in Table 11, current observed peak parking demand is 2,102 (1,667 in Downtown and 435 in North Manhattan Beach) spaces systemwide. When combined with the additional demand of 181 (151 spaces in Downtown and 30 spaces in North Manhattan Beach) spaces from outdoor dining, total future unadjusted parking demand is 2,283 spaces (1,818 in Downtown and 465 in North Manhattan Beach).
However, the application of TDM strategies allows for estimates of potential reductions in the demand for parking.
Stakeholders expressed interest in expanded end-of-trip bicycle facilities, as well as the creation of an on- demand shuttle service such as Circuit. Referring to the CAPCOA Handbook, providing facilities such as bike parking or bike lockers has a quantifiable demand reduction of up to 4.4% per trip VMT. CAPCOA guidelines do not specify the number of bicycle facilities needed to achieve a 4.4% demand reduction, only that end-of-trip facilities should be installed at a size proportionate to the number of bicyclists. An on-demand shuttle service would offer benefits similar to a discounted transit program, which has a quantifiable demand reduction of 5.5% per trip VMT. As a conservative estimate, Fehr & Peers quantified the on-demand shuttle service to have a demand reduction of approximately 2.5% or less than half of the comparable transit strategies.
Following the CAPCOA guidance for combined trip reduction measures, bicycle parking and a free on- demand shuttle service may have a combined demand reduction of up to to 7.0%6. The future parking demand presented in the prior section estimated a demand of 2,283 parking spaces (1,818 in Downtown and 465 in North Manhattan Beach), an increase to the current peak observed parking demand of 2,102 (1,667 in Downtown and 435 in North Manhattan Beach). Applying quantifiable trip reduction factors to the unadjusted future peak demand generates an adjusted future parking demand of 2,123 spaces (1,691 in Downtown and 432 in North Manhattan Beach), which reflects a reduction in parking demand of roughly 160 vehicles (127 in Downtown and 33 in North Manhattan Beach).
When factored with the future estimated supply of 2,392 spots (1,841 in Downtown and 551 in North Manhattan Beach), future peak parking occupancy is estimated at approximately 89%, which is 5% lower than the current peak parking occupancy of 94% and approximately 4% higher than the industry-standard 6 Per the CAPCOA Handbook, effectiveness levels for multiple TDM measures may be multiplied to determine a combined effectiveness level using the following formula:
Reductioncombined = 1 − [(1 − A) × (1 − B)]
Where A and B are the individual TDM measure reduction percentages for the measures to be combined.
Reductioncombined = 1 − [(1 – 0.044) × (1 – 0.025)] = 0.07 42 Manhattan Beach Outdoor Dining Program: Parking Analysis definition of “full occupancy” at 85%. Under this scenario, the study area is accommodating more visitors and parked cars while showing occupancy rates lower than current peak parking demand.
Table 11: Total Future Estimated Parking Demand and Supply Total Downtown North Manhattan Beach
Current Peak Demand 2,102 1,667 435
Added Outdoor Dining Demand 181 151 30
Unadjusted Peak Demand 2,283 1,818 465
Combined TDM Reduction -160 -127 -33
Future Peak Demand 2,123 1,691 432
Future Peak Occupancy 88.8% 91.8% 78.5%
Source: Fehr & Peers, 2024
43 Manhattan Beach Outdoor Dining Program: Parking Analysis