The Village at San Antonio
Center
Shared Parking Analysis
Final Report
Attachment 12
Job1 Div1 SubDiv1 RepNo RevNo
Document1
Mott MacDonald
Mott MacDonald
2077 Gateway Place, Suite 550
San Jose CA 95110
The Village at San Antonio
Center
Shared Parking Analysis
City of Mountain View
Final Report
November 2021
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Issue and revision record
Revision Date Originator Checkout Approver Descriptor
1 05/25/2021 RN JN TA Draft Report
2 09/28/2021 RN JN TA Draft Final Report 3 11/02/2021 RN JN TA Final Report
Information class: Standard
This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose.
We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties.
This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.
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Contents
1 Introduction 5
1.1 Project Background 5
1.2 Regulatory Setting 8
1.3 Parking Analysis Methodology 10
2 Shared Parking Analysis 12
2.1 Parking Supply Analysis 12
2.1.1 Phase-2 Parking Supply 12
2.1.2 Phase-3 Parking Supply 15
2.2 Parking Demand Analysis 15
2.2.1 City Code-based Parking Demand Estimation 15
2.2.2 ULI-based Parking Demand Estimation 15
2.3 Shared Parking Analysis Summary 16
3 Findings & Recommendations 19
3.1 Summary of Findings 19
3.1.1 Phase 1 Findings 19
3.1.2 Phase-2 Findings 19
3.1.3 Phase-3 Findings 20
3.1.4 Cumulative Findings 20
3.2 Summary 20
Appendix 22
Tables
Table 1: City Code-based Parking Rates 11
Table 2: Phase 2 and Phase-3 Parking Supply Summary 12
Table 3: City Code-based Parking Demand Estimates 15
Table 4: Weekday Shared Parking Summary 17
Table 5: Weekend Shared Parking Summary 18
Table 6: Shared Parking Analysis Summary 19
Figures
Figure 1: Project Site Location & Vicnity Map 6
Figure 2: Project Site Development Phases 7
Figure 3: Phase 2 and 3 Parking Area Locations 13
Figure 4: Walking Distances to/from Phase 3 14
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1 Introduction
This report presents the results of a ‘shared parking’ analysis for ‘The Village San Antonio Center’ mixed- use redevelopment project in the City of Mountain View, California.
1.1 Project Background
The Village at San Antonio Center is an ongoing mixed-use redevelopment project located in the northwestern part of the City of Mountain View. The Village at San Antonio Center is a portion of the San Antonio Precise Plan area, whose core consists of an approximately 123- acre area that is within or adjacent to the limits generally bounded by El Camino Real to the south, San Antonio Road to the west, California Street to the north, and Showers Drive to the east. Figure 1 shows the San Antonio Precise Plan area location, boundaries and vicinity map.
The Village at San Antonio Center is undergoing progressive redevelopment in three phases – Phases 1, 2 and 3 – which are illustrated in Figure 2.
An Environmental Impact Report (EIR) was approved by the City of Mountain View for Phase 1 of the San Antonio Village Center in 2010. Construction of Phase 1 (which included 99,876 square feet of retail commercial space, 35,081 square feet restaurant floor area, and 330 residential dwelling units) was completed in 2013. An EIR was then approved by the City for Phase 2 redevelopment in 2014. In 2015, the City adopted the “San Antonio Precise Plan” which serves as the regulatory framework that contains development policies, principles and criteria specific to the overall plan area that includes all three project development phases.
Phase 2 of the San Antonio Village Center was constructed by the end of 2019. A proposed Phase 3 development is also being currently processed for planning approvals. Phase 2 as- constructed land uses, and Phase 3 proposed land uses are summarized in the following land use summary table.
Qty. Units
Retail 57,093 sf
Restaurant 35,462 sf
Office 360,909 sf
Hotel 167 rooms
Hotel Rest 5,280 sf
Cinema 1,150 seats
Office 169,382 sf
Retail 12,970 sf
Total Spaces
Phase 2 (as-constructed)
Phase 3 (as proposed)
Land Use Type
Land Use
Notes: sf = Square Feet
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As the Village at San Antonio Center development has progressed in phases, on-site parking supply and demand characteristics is evaluated in this study for individual phases as well as cumulatively for the overall site redevelopment, while recognizing the scope for ‘shared parking’ between land uses as the site progresses towards full redevelopment buildout. This report was prepared in order to summarize a ‘shared use parking’ analysis for the overall site, completed per policy guidelines contained in the San Antonio Precise Plan, and technical guidance contained in Urban Land Institute’s Shared Parking publication. The purpose and intent of this report is to provide sufficient analytical detail in order to ascertain that the planned total parking supply within the Plan area adequately accommodates the estimated cumulative parking demand associated with full buildout of all site development phases for the Village at San Antonio Center.
1.2 Regulatory Setting
The San Antonio Precise Plan (the Precise Plan) implements the goals and policies set forth in the City of Mountain View 2030 General Plan (General Plan) for the Precise Plan Area. Using input gathered through a separate San Antonio Precise Plan area visioning process and planning process, the Plan provides guiding principles, policies, development criteria and implementation strategies to coordinate private development and public improvements given the unique opportunities and characteristics of the Plan Area. The Plan is a regulatory document guiding how future development in the Plan Area will achieve the City General Plan vision to transform the existing regional commercial area into a mixed-use core within the broader existing residential neighborhood that surrounds it, taking into account the area’s close proximity to transit services and location along two of the most heavily traveled roadway corridors in the City: El Camino Real and San Antonio Road, as well as the San Antonio Caltrain station.
The Precise Plan’s ‘Guiding Principle’ specific to parking within the Plan area is as follows:
Encourage shared parking and efficient standards. Facilitate shared parking and access to parking across multiple sites; allow businesses to have access to and pool parking resources. Establish parking requirements at levels consistent with parking demand and consider the uses that share parking.
The Precise Plan requires parking and transportation demand management (TDM) strategies to address urban design objectives for the configuration of structured parking and limitations on surface parking lots, and principles to reduce the amount of automobile travel to/from the Plan Area in order to contribute to the overall transition from a suburban style shopping center into a more urban mixed-use destination. The Precise Plan’s areawide policies specific to parking and transportation demand management are as following:
• PTDM-1.1: Provide consolidated, centralized underground garages and/or parking structures to facilitate a “park once” experience in the Mixed-Use Center subarea. • PTDM-1.2: Prioritize underground parking to limit the visual impact of parking structures. • PTDM-1.3: Wrap above-ground parking structures with residential or commercial uses and/or employ other design enhancements to improve their appearance. • PTDM-1.4: Locate garage and service bay openings in alleys and at the rear of buildings. • PTDM-1.5: Improve and coordinate connections through parking areas and with the overall circulation plan.
• PTDM-1.6: Provide clear wayfinding for vehicle access to parking areas. 9 | Mott MacDonald |
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• PTDM-1.7: Locate and design parking areas efficiently and consider the building uses, shared parking options, access to transit services, and tenant space size. • PTDM-1.8: Allow parking regulations to make parking requirements consistent with parking demand.
• PTDM-1.9: Monitor parking standards and programs and adjust as needed over time to address any neighborhood impacts.
• PTDM-2.1: Provide convenient, secure and accessible bicycle parking. • PTDM-2.2: Develop and implement transportation management standards and programs through new development to improve transit use and reduce private vehicle trips, such as transportation demand management programs and transportation management associations.
• PTDM-2.3: Encourage increased transit ridership and access through building design; pedestrian and bicycle access improvements; enhanced transit station amenities; and transit incentives provided by individual development projects. • PTDM-2.4: Leverage trip reduction measures with the Plan’s proposed multimodal improvements and transit-accessibility.
Furthermore, the Precise Plan’s Transportation Demand Management (TDM) approach combines complementary strategies to reduce overall roadway and parking demand. The Precise Plan identifies the following strategies to strike a balance between allowing travel choices and providing incentives to reduce automobile use:
• Require TDM programs for all new development using Tier 1 with trip reduction targets consistent with the employment generation/sizes according to the standards in Precise Plan Table 2-2.
• Require new development using Tier 1 to join the Mountain View Transportation Management Association (TMA), or form and join a San Antonio-specific TMA.
Furthermore, the San Antonio Precise Plan notes the following specifically with regard to “Vehicular Parking”: Certain types of land uses, development locations and TDM programs may require less parking and/or be able to share parking between uses. To recognize the objectives of the Plan’s parking policies and characteristics of parking in the Plan Area, Chapter 5 provides administrative process for parking reductions for new development and/or use(s) providing any of the following (see Table 2-1). An extract of Table 2-1 from the San Antonio Precise Plan is shown below.
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1.3 Parking Analysis Methodology
Parking analysis, for purposes of this report, refers to an evaluation of vehicular parking supply against vehicular parking demands by time-of-day.
Parking supply is a physical quantity that is essentially equal to the number of parking spaces made available to legally park vehicles at any given point in time. Barring specific situations where parking supply is restricted or dynamically altered by time-of-day or day-of-the week, location or other measures, parking supply is typically considered a static or constant quantity.
Parking supply information is readily extractable from site development plans and layouts. Note that the vehicle drivers’ perception of parking supply is however impacted by parking lot occupancy as well. Parking lot occupancy rates refer to the proportion of total parking supply that is already ‘occupied’ by parked vehicles during a given time. Parking occupancy rates vary depending on the land uses served, and as a function of time-of-day, day-of the-week, season/month, etc. Typically, a parking lot is considered “full” when occupancy rates range 85% to 95%, because of arriving drivers’ perceived difficulty in finding an available open parking spot within a reasonable period of time. For evaluation purposes, this shared parking analysis assumes 90% parking lot occupancy as the parking lot “full” condition, regardless of time-of-day. Therefore, only 90% of total physical parking supply is regarded as the “effective” available supply during any given time of day.
Parking demand is essentially a ‘derived’ demand quantity, recognizing that land use drives traffic demand (both vehicular and other modes), and vehicular traffic demand drives parking demand. Vehicular parking demands are therefore computed as a function of the size and type of land uses that ultimately drive the need for parking. Parking demand is typically a dynamic phenomenon that changes based on a number of variables including, but not limited to, land use types, interaction between land uses, land use occupancies, time-of-day, day-of-the-week, etc. Two types of parking demand estimation techniques are used for comparison purposes in this evaluation, described as follows:
City Code Based Parking
City of Mountain View parking codes (supported by City zoning ordinance) are typically used to estimate parking demand for high-level site planning purposes. These code-based parking rates are defined based on land use types only, and are based upon rule-of-thumb or historic parking demand rates (for example, a rate of 1 parking space per 300 square feet of office space). As such, there is no time-of-day or day-of-the-week sensitivities to these static rates.
For these reasons, these rates are known to over-estimate overall site parking demands, especially in complex mixed-use urban development settings that support shared parking and public transit. Table 1 summarizes typical City code based typical parking rates, for reference purposes.
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Table 1: City Code-based Parking Rates
Urban Land Institute’s ‘Shared Parking’ Methodology
The San Antonio Precise Plan guiding principle both supports and encourages shared parking for the overall plan area. This analysis therefore relied on Urban Land Institute (ULI) publication Shared Parking, 3rd Edition, which represents an industry standard in shared parking evaluation. The aforementioned publication provides parking demand rates by land use type, as well as time-of-day factors for parking demand distributions for typical ‘weekday’ and ‘weekend’ conditions1.
The Urban Land Institute (ULI) publication Shared Parking, 3rd Edition defines shared parking as “the use of parking space to serve two or more individual land uses without conflict or encroachment”, and that the ability to share parking spaces is the result of two conditions - 1) “variations in the accumulation of vehicles by hour, by day or by season at the individual land uses,” and, 2) “relationships among the land uses that result in visiting multiple land uses on the same auto trip.”
1 The ULI Shared parking analysis used in the study did not assume monthly reduction factors, driving adjustments and non-captive adjustments for parking rates. For these reasons, the analysis as presented in this report is on the conservative side.
TYPE /USE Rate Unit Parking Rate
OFFICE (EXCL. SERVICES) Spaces per 1,000 sf 3.333/1000
COMMERCIAL RETAIL Spaces per 1,000 sf 5.555/1000
HOTEL Spaces per room key KEY + 25
CINEMA Seats per space SEAT/3.5
RESTAURANT Spaces per 100 sf 10/1000
RESTAURANT (HOTEL) Spaces per 100 sf 10/1000
Hotel rate is 1 space per room (or key) plus 25 employee spaces Notes: sf = square feet
The "10/1000" parking rate for restuarant (hotel) uses represents a rate of "10 spaces per 1,000 square feet" which is equivalent to the indicated rate unit of "1 space per 100 sf". 12 | Mott MacDonald |
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2 Shared Parking Analysis
This chapter presents a description of shared parking analysis for the project that includes proposed development of Phases 2 and 3.
2.1 Parking Supply Analysis
Parking supply data was identified from “as-built” plans for Phase 2, and proposed conceptual plans for Phase 3. Figure 3 illustrates the location of the proposed parking under Phases 2 and 3. Figure 4 illustrates the walking distances between Phase 3 site and adjacent parking facilities. Table 2 illustrates the parking supply summary.
Table 2: Phase 2 and Phase-3 Parking Supply Summary
Parking supply for each phase is described as follows:
2.1.1 Phase-2 Parking Supply
With Phase 2, an addition of 2,586 parking spaces are provided, as shown in Table 2. This includes 1,174 parking spaces ‘reserved’ for the proposed Phase 2 Office uses, 192 parking spaces reserved for hotel use, and 1,220 spaces (1,184 from Phase 2 buildings and 36 on- street) that are considered open to general public parking. Up to 264 spaces from the reserved office parking spaces are made available (valet-assisted) to general public parking during weekday after-work hours and weekends. Furthermore, 46 spaces2 proposed in Phase-2 are considered open and available to the previously constructed Phase-1 land uses. Note that the ‘non-office’ parking supply that is open and available for general parking was not categorized by land use or by proximity to specific uses/buildings. Essentially all parking spaces not explicitly reserved for office or hotel use, are considered available/open to all non-office employees and patrons of the site because of the overall mixed-use nature of the site and pedestrian accessibility between parking sites and buildings.
2 Phase-1, which completed construction in 2013, is known to have a net parking deficiency of 46 spaces under worst-case typical weekday peak hour conditions. Phase-2 parking supply is intended to address parking deficiencies from Phase 1 as well.
Phase Location/Type Demand Served
Reserved
Parking
Spaces
Unreserved
Parking
Spaces
Total
Spaces
Phase-2 Subterranean Parking Phase-2 Office 910 910
Phase-2 Subterranean Parking Phase-2 Office 264 264
Phase-2 Structure Parking Hotel 192 192
Phase-2 Structure Parking Phase-1 allocation 46 46
Phase-2 Structure Parking Phases 2 & 3 All uses 1,138 1,138 Surface Parking On-street Parking 36 36
1,366 1,220 2,586
Phase 3 Phase-3 Subterranean Parking Phase-3 Office 280 280 1,646 1,220 2,866TOTAL (Phase-2 + Phase-3)
Phase-2 Total
Phase 2
PHASE-3
WALKING DISTANCE TO/FROM PARKING FACILITIES
Figure 4
1 Total distance of 600':
travel from intersection to corner of
building + radius'
Source: Merlone Geier Partners
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2.1.2 Phase-3 Parking Supply
With Phase 3, an addition of 280 parking spaces is envisioned. All of these spaces are c
onsidered ‘reserved’ for the proposed Phase 3 office uses.
Between Phases 2 and 3 (and inclusive of 36 on-street parking spaces), a grand total of 2,866 parking spaces are provided, which is regarded as the total parking supply in this analysis.
2.2 Parking Demand Analysis
2.2.1 City Code-based Parking Demand Estimation
Table 3
provides a summary estimate of Phase 2 and Phase 3 parking demands based on City of Mountain View parking code-based rates.
Table 3: City Code-based Parking Demand Estimates
As shown in Table 3, the computation of parking requirements for Phase-2 and Phase-3 land u
se based on parking codes yield a total of 3,133 spaces. Note that Phase-3 includes 12,970 square feet of retail commercial floor area, and the applicant does not propose to include any restaurant floor space in Phase-3 since substantial restaurant floor space (35,462 square feet) is already proposed in Phase-2. Should any restaurant space be included within Phase-3 retail floor space, the applicant has indicated that the total restaurant floor space between Phases 2 and 3 would not exceed 35,462 square feet. For purposes of this parking analysis, all of Phase-3 retail parking demand is estimated based on rates for general retail commercial space, with no restaurant space.
Appendix Exhibit 1 illustrates further that the applicant-requested 8.6% reduction from City code-based parking requirement of 3,133 spaces matches the actual parking supply of 2,866 spaces provided in Phases 2 and 3.
TYPE /USE AREA / SF USE
PARKING
RATIO
PARKING
REQUIRED Units
PHASE-2
OFFICE (EXCL. SERVICES) 360,909 SF 3.333/1000 1,203 spaces COMMERCIAL RETAIL 28,200 SF 5.555/1000 157 spaces
HOTEL 167 KEY KEY + 25 192 spaces
RETAIL (LESS BLDG 3 @ 10,000 SF) 28,893 SF 5.555/1000 161 spaces CINEMA (ACTUAL BUILT) 1,150 SEATS SEAT/3.5 329 spaces
RESTAURANT 35,462 SF 10/1000 355 spaces
RESTAURANT (HOTEL) 5280 SF 10/1000 53 spaces
PARKING REQUIRED FROM SOUTH PHASE (1) 46 spaces
TOTAL PARKING STALLS REQUIRED 2,496 spaces
PHASE-3
OFFICE 169,382 SF 3.333/1000 565 spaces
RETAIL (EXCL. SERVICES) 12,970 SF 5.555/1000 72 spaces
TOTAL PARKING STALLS REQUIRED 6 37 spaces
COMBINED - PHASE 2 & PHASE 3
TOTAL PARKING REQUIRED 3,133 spaces
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2.2.2 ULI-based Parking Demand Estimation
Weekday and weekend parking demand rates were obtained from U LI Shared Parking, 3rd E
dition for individual uses on a “per unit” basis (either per 1,000 sq. ft. basis or other appropriate unit basis) and then parking demands computed by time-of-day for individual user/trip types (customer, employee, visitor, guest, etc.). The individual uses’ parking demands3 were then aggregated by time-of-day and the resulting total parking demand e
stimate subtracted from parking supply by time-of-day in order to determine whether there is a parking surplus (i.e. demand is lower than supply) or parking deficiency (i.e. demand exceeds supply) by time-of-day. This determination was completed for Phase-2 only, Phase-3 only, and Phases 2 and 3 combined sites, under both weekday and weekend conditions.
2.3 Shared Parking Analysis Summary
Table 4 and Table 5 comprehensively summarize the shared parking analysis under weekday and weekend conditions, respectively. Both parking supply data and parking demand data distribution by time-of-day for weekday and weekend conditions are shown Tables 4 and 5, respectively. The shared parking analysis basically compares available parking supply by time of day to parking demand by time of day in order to estimate either a net surplus or net deficiency during any given time of day. The estimated “highest parking deficiency” or the “lowest parking surplus” is then reported as the critical peak hour parking surplus or deficiency for that phase/condition.
For reference purposes, Appendix Exhibit 2 shows a simplistic side-by-side comparison of Phase 2 and Phase 3 parking demand estimates based on City-code based and ULI Shared Parking rates based rates (use of average daily rates without consideration of time-of day).
3 ULI’s Shared Parking manual provides data from actual case-studies that show reduction in field-counted aggregate parking d
emand at mixed-use sites compared to the sum of the estimated parking demands for individual uses. Such parking demand reductions for mixed-use could range anywhere between 5% and 30% depending on the type, size and complementary nature of uses in question. For mixed-use internalization purposes, note that this study conservatively assumes a nominal 5% reduction in unadjusted parking demands for retail/restaurant uses only.
TABLE 4
THE VILLAGE AT SAN ANTONIO CENTER, CITY OF MOUNTAIN VIEW
SHARED PARKING ANALYSIS - WEEKDAY SUMMARY
Qty. Units Type Rate Unit 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM Midnight Pk.Hr Phase-1 Net Parking "Demand" (Deficiency) 46 46 46 46 46 46 46 46 46 46 46 46 46 46 46 46 46 46 46 46 Phase-1 "deficiency" is an unserved Phase-1 "demand" Phase 2
Retail 28,893 sf Customer 2.90 spaces per ksf 84 1% 5% 15% 35% 60% 75% 100% 100% 95% 85% 85% 85% 90% 80% 65% 45% 15% 5% 0% Employee 0.70 spaces per ksf 21 10% 15% 25% 45% 75% 95% 100% 100% 100% 100% 100% 100% 100% 100% 90% 60% 40% 20% 0% Total 3.60 spaces per ksf 105 3 8 18 39 67 83 105 105 101 93 93 93 97 89 74 51 21 9 0 Restaurant 35,462 sf Customer 15.25 spaces per ksf 541 25% 50% 60% 75% 85% 90% 100% 90% 50% 45% 45% 75% 80% 80% 80% 60% 55% 75% 25% Employee 2.15 spaces per ksf 77 50% 75% 90% 90% 100% 100% 100% 100% 100% 75% 75% 95% 95% 95% 95% 80% 65% 65% 35% Total 17.40 spaces per ksf 618 174 329 394 476 537 564 618 564 348 302 302 479 506 506 506 387 348 456 163 Office 360,909 sf Employee 2.60 spaces per ksf 939 3% 15% 50% 90% 100% 100% 85% 85% 95% 95% 85% 60% 25% 15% 5% 3% 1% Visitor 0.20 spaces per ksf 73 0% 1% 20% 60% 100% 45% 15% 45% 95% 45% 15% 10% 5% 2% 1% 0% 0% Total (No TDM) 2.80 spaces per ksf 1,011 29 142 485 889 1,012 972 810 831 962 925 810 571 239 143 48 29 10 0 0 1,174 1,174 1,174 1,174 1,174 1,174 1,174 1,174 1,174 1,174 1,174 1,174 1,174 910 910 910 910 910 910 910 0 0 0 0 0 0 0 0 0 0 0 0 264 264 264 264 264 264 264 Part of office parking is open to public after work hours Office Parking Supply minus Office Demand (No TDM reduction assumed) 1,028 915 572 168 45 85 247 226 95 132 247 486 580 676 771 790 809 819 819 45 At/above 90% occupancy, supply is considered "full" Commercial 28,200 sf Customer 2.90 spaces per ksf 82 1% 5% 15% 35% 60% 75% 100% 100% 95% 85% 85% 85% 90% 80% 65% 45% 15% 5% 0% Includes Spaces 104, 205 Employee 0.70 spaces per ksf 20 10% 15% 25% 45% 75% 95% 100% 100% 100% 100% 100% 100% 100% 100% 90% 60% 40% 20% 0% Total 3.60 spaces per ksf 102 3 8 18 38 65 81 102 102 98 90 90 90 94 86 72 49 21 9 0 Hotel 167 rooms Guest 1.00 space per room 167 95% 90% 80% 70% 60% 60% 55% 55% 60% 60% 65% 70% 75% 75% 80% 85% 95% 100% 100% 131,500 sf is the proposed hotel area Employee 0.15 space per room 26 10% 30% 100% 100% 100% 100% 100% 100% 100% 100% 70% 70% 40% 20% 20% 20% 20% 10% 5% Total 1.15 space per room 193 162 159 160 143 127 127 118 118 127 127 127 136 136 131 139 148 164 170 169 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 Hotel Parking Supply minus Hotel Demand 11 14 13 30 46 46 55 55 46 46 46 37 37 42 34 25 9 3 4 3 At/above 90% occupancy, supply is considered "full" Hotel Restaurant 5,280 sf Customer 15.25 spaces per ksf 81 25% 50% 60% 75% 85% 90% 100% 90% 50% 45% 45% 75% 80% 80% 80% 60% 55% 75% 25% Employee 2.15 spaces per ksf 12 50% 75% 90% 90% 100% 100% 100% 100% 100% 75% 75% 95% 95% 95% 95% 80% 65% 65% 35% Total 17.40 spaces per ksf 92 27 50 60 72 81 85 93 85 53 46 46 73 77 77 77 59 53 69 25 Cinema 1,150 seats Customer 0.15 space per seat 173 20% 45% 55% 55% 55% 60% 60% 80% 100% 100% 80% 65% 40% Proposed cinema theater area is 51,833 sf Employee 0.01 space per seat 12 10% 50% 60% 60% 75% 75% 100% 100% 100% 100% 100% 100% 70% 50% Total 0.16 space per seat 184 0 0 0 0 0 2 41 86 103 105 105 116 116 151 185 185 151 121 76 Non-Office & Non-Hotel Parking Demand 1,101 207 395 490 625 750 815 959 942 703 636 636 851 890 909 914 731 594 664 264 Non-Office & Non-Hotel Parking Demand (with 5% reduction for mixed-use internalization) 198 378 469 598 717 779 918 904 676 612 612 818 856 875 882 707 575 641 256 Non-Office & Non-Hotel Parking Supply 1,220 1,220 1,220 1,220 1,220 1,220 1,220 1,220 1,220 1,220 1,220 1,220 1,220 1,484 1,484 1,484 1,484 1,484 1,484 1,484 Non-Office, Non-Hotel Parking Supply minus Demand 900 720 629 500 381 319 180 194 422 486 486 280 480 461 454 629 761 695 1,080 180 At/above 90% occupancy, supply is considered "full" Phase-2 Total Parking Demand (No TDM reduction) 2,305 389 682 1,113 1,647 1,872 1,878 1,855 1,853 1,756 1,664 1,549 1,516 1,231 1,154 1,061 875 733 805 426 Phase-2 Total Parking Supply 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 Phase-2 Supply minus Demand (No TDM reduction) 1,938 1,645 1,214 680 455 449 472 474 571 663 778 811 1,096 1,173 1,266 1,452 1,594 1,522 1,901 449 At/above 90% occupancy, supply is considered "full" Phase 3
Retail 12,970 sf Customer 2.90 spaces per ksf 38 1% 5% 15% 35% 60% 75% 100% 100% 95% 85% 85% 85% 90% 80% 65% 45% 15% 5% 0% Employee 0.70 spaces per ksf 10 10% 15% 25% 45% 75% 95% 100% 100% 100% 100% 100% 100% 100% 100% 90% 60% 40% 20% 0% Total 3.60 spaces per ksf 47 2 4 9 18 31 38 48 48 47 43 43 43 45 41 34 24 10 4 0 Office 169,382 sf Employee 2.60 spaces per ksf 441 3% 15% 50% 90% 100% 100% 85% 85% 95% 95% 85% 60% 25% 15% 5% 3% 1% Visitor 0.20 spaces per ksf 34 0% 1% 20% 60% 100% 45% 15% 45% 95% 45% 15% 10% 5% 2% 1% 0% 0% Total (No TDM) 2.80 spaces per ksf 475 14 67 228 418 475 457 380 391 452 435 380 268 112 67 23 14 5 0 0 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Ph-3 Office parking assumed not open to public after work hours Office Parking Supply minus Office Demand (No TDM reduction assumed) 238 185 24 -166 -223 -205 -128 -139 -200 -183 -128 -16 140 185 229 238 247 252 252 -223 At/above 90% occupancy, supply is considered "full" Open (Non-Reserved) Parking Supply 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Non-Office Parking Supply minus Demand -2 -4 -9 -18 -31 -38 -48 -48 -47 -43 -43 -43 -45 -41 -34 -24 -10 -4 0 -48 At/above 90% occupancy, supply is considered "full" Phase-3 Total Parking Demand (No TDM reduction) 522 16 71 237 436 506 495 428 439 499 478 423 311 157 108 57 38 15 4 0 Phase-3 Total Parking Supply 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 Phase-3 Supply minus Demand (No TDM reduction) 236 181 15 -184 -254 -243 -176 -187 -247 -226 -171 -59 95 144 195 214 237 248 252 -254 At/above 90% occupancy, supply is considered "full"Phase-3 Supply minus Demand (With TDM reduction) 240 201 81 -65 -122 -110 -64 -74 -121 -100 -59 20 128 164 202 218 238 248 252 At/above 90% occupancy, supply is considered "full" (Phase-2 Non-office, Non-Hotel Supply minus Demand) + (Phase-3 Supply minus Demand) 1,136 901 644 316 127 76 4 7 175 260 315 221 575 605 649 843 998 943 1,332 Phase-2 + Phase-3 Parking Demand (with Phase-1 'unserved demand' included) 2,873 451 799 1,396 2,129 2,424 2,419 2,329 2,338 2,301 2,188 2,018 1,873 1,434 1,308 1,164 959 794 855 472 Phase-2 + Phase-3 Parking Supply 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 Phase-2 + Phase-3 Supply minus Demand (No TDM reduction) 2,128 1,780 1,183 450 155 160 250 241 278 391 561 706 1,145 1,271 1,415 1,620 1,785 1,724 2,107 155 At/above 90% occupancy, supply is considered "full" Notes:
Source of Parking Rates and Distribution: Urban Land Institute (ULI) Shared Pa rking (3rd Edition) ULI-based Land Use Designations for Parking rate and time-of-day distribution factors:
Phase-1 Apartments parking is regarded exclusive reserved parking, and therefore not considered in this analysis. Retail/Commercial Use = "Community Shopping Center (<400,000 sq.ft.)" Office = "Office (>500,000 sq.ft.)" (since Phase-2 + Phase-3 Office totals exceed 500KSF) Restaurant = "Family Restaurant" Hotel = "Business Hotel" Hotel Restaurant = "Family Restaurant" Cinema = "Cineplex" The ULI Shared Parking methodology for "mixed-use" centers suggests parking demand reduction ranging from 5% to 40% depending on the type, mix and size of uses. This analysis conservatively assumes a nominal 5% parking demand reduction for retail/restaurant uses only.
Hotel Reserved
Unadjusted
Parking
Supply
Actual/Proposed Use
Office Employee/Visitor Reserved
Open Public (valet)
Office Employee/Visitor Reserved
Open Public (valet)
Notes
Unadjusted
Parking
Demand
Parking Demand Rate (Source: ULI
Shared Parking, 3rd Edition ) WEEKDAY TIME-OF-DAY DISTRIBUTION 9/28/2021
TABLE 5
THE VILLAGE AT SAN ANTONIO CENTER, CITY OF MOUNTAIN VIEW
SHARED PARKING ANALYSIS - WEEKEND SUMMARY
Qty. Units Type Rate Unit 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM 11:00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM 11:00 PM Midnight Pk.Hr Phase-1 Net Parking "Demand" (Deficiency) 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Phase 2
Retail 28,893 sf Customer 3.20 spaces per ksf 93 1% 5% 30% 50% 70% 90% 95% 100% 100% 95% 90% 80% 75% 70% 65% 50% 30% 10% 0% Employee 0.80 spaces per ksf 24 10% 15% 40% 75% 85% 95% 100% 100% 100% 100% 100% 95% 85% 80% 75% 65% 45% 15% 0% Total 4.00 spaces per ksf 116 4 9 38 65 86 107 113 117 117 113 108 98 91 85 79 63 39 13 0 Restaurant 35,462 sf Customer 15.00 spaces per ksf 532 10% 25% 45% 70% 90% 90% 100% 85% 65% 40% 45% 60% 70% 70% 65% 30% 25% 15% 10% Employee 2.10 spaces per ksf 75 50% 75% 90% 90% 100% 100% 100% 100% 100% 75% 75% 95% 95% 95% 95% 80% 65% 65% 35% Total 17.10 spaces per ksf 607 91 190 307 440 554 554 607 528 421 270 296 391 444 444 418 220 182 129 80 Office 360,909 sf Employee 0.26 spaces per ksf 94 20% 60% 80% 90% 100% 90% 80% 60% 40% 20% 10% 5% Visitor 0.02 spaces per ksf 8 20% 60% 80% 90% 100% 90% 80% 60% 40% 20% 10% 5% Total 0.28 spaces per ksf 102 0 21 62 82 92 102 92 82 62 41 21 11 6 0 0 0 0 0 0 No TDM necessary/assumed for weekends 1,174 910 910 910 910 910 910 910 910 910 910 910 910 910 910 910 910 910 910 910 264 264 264 264 264 264 264 264 264 264 264 264 264 264 264 264 264 264 264 Office parking opened up for other uses throughout weekend Office Parking Supply minus Office Demand 819 798 757 737 727 717 727 737 757 778 798 808 813 819 819 819 819 819 819 717 At/above 90% occupancy, supply is considered "full" Commercial 28,200 sf Customer 3.20 spaces per ksf 91 1% 5% 30% 50% 70% 90% 95% 100% 100% 95% 90% 80% 75% 70% 65% 50% 30% 10% 0% Includes Spaces 104, 205 Employee 0.80 spaces per ksf 23 10% 15% 40% 75% 85% 95% 100% 100% 100% 100% 100% 95% 85% 80% 75% 65% 45% 15% 0% Total 4.00 spaces per ksf 113 4 8 37 63 84 104 110 114 114 110 105 95 88 83 77 61 38 13 0 Hotel 167 rooms Guest 1.00 space per room 167 95% 90% 80% 70% 60% 60% 55% 55% 60% 60% 65% 70% 75% 75% 80% 85% 95% 100% 100% 131,500 sf is the proposed hotel area Employee 0.15 space per room 26 10% 10% 60% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 60% 10% 0% Total 1.15 space per room 193 162 153 150 143 127 127 118 118 127 127 135 143 152 152 160 168 175 170 167 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 192 Hotel Parking Supply minus Hotel Demand 11 20 23 30 46 46 55 55 46 46 38 30 21 21 13 5 -2 3 6 -2 At/above 90% occupancy, supply is considered "full" Hotel Restaurant 5,280 sf Customer 15.00 spaces per ksf 80 10% 25% 45% 70% 90% 90% 100% 85% 65% 40% 45% 60% 70% 70% 65% 30% 25% 15% 10% Employee 2.10 spaces per ksf 12 50% 75% 90% 90% 100% 100% 100% 100% 100% 75% 75% 95% 95% 95% 95% 80% 65% 65% 35% Total 17.10 spaces per ksf 91 14 29 47 67 84 84 92 80 64 41 45 60 68 68 64 34 28 20 13 Cinema 1,150 seats Customer 0.24 space per seat 276 20% 45% 55% 55% 55% 60% 60% 80% 100% 100% 100% 80% 50% Proposed cinema theater area is 51,833 sf Employee 0.01 space per seat 12 50% 60% 60% 75% 75% 100% 100% 100% 100% 100% 100% 70% 50% Total 0.25 space per seat 288 0 0 0 0 0 0 62 132 159 161 161 178 178 233 288 288 288 230 144 Non-Office & Non-Hotel Parking Demand 1,215 113 236 429 635 808 849 984 971 875 695 715 822 869 913 926 666 575 405 237 Non-Office & Non-Hotel Parking Demand (with 5% reduction for mixed-use internalization) 109 226 410 607 772 811 943 934 843 671 690 793 838 883 898 649 563 398 233 Non-Office & Non-Hotel Parking Supply 1,220 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 1,484 Non-Office, Non-Hotel Parking Supply minus Demand 1,227 1,110 926 729 564 525 393 402 493 665 646 543 498 453 438 687 773 938 1,103 393 At/above 90% occupancy, supply is considered "full" Phase-2 Total Parking Demand 1,510 275 410 641 860 1,027 1,078 1,194 1,171 1,064 863 871 976 1,027 1,065 1,086 834 750 575 404 Phase-2 Total Parking Supply 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 2,586 Phase-2 Supply minus Demand 2,052 1,917 1,686 1,467 1,300 1,249 1,133 1,156 1,263 1,464 1,456 1,351 1,300 1,262 1,241 1,493 1,577 1,752 1,923 1,133 At/above 90% occupancy, supply is considered "full" Phase 3
Retail 12,970 sf Customer 3.20 spaces per ksf 42 1% 5% 30% 50% 70% 90% 95% 100% 100% 95% 90% 80% 75% 70% 65% 50% 30% 10% 0% Employee 0.80 spaces per ksf 11 10% 15% 40% 75% 85% 95% 100% 100% 100% 100% 100% 95% 85% 80% 75% 65% 45% 15% 0% Total 4.00 spaces per ksf 52 2 4 17 30 39 49 51 53 53 51 49 45 41 39 36 29 18 6 0 Office 169,382 sf Employee 0.26 spaces per ksf 45 20% 60% 80% 90% 100% 90% 80% 60% 40% 20% 10% 5% Visitor 0.02 spaces per ksf 4 20% 60% 80% 90% 100% 90% 80% 60% 40% 20% 10% 5% Total 0.28 spaces per ksf 48 0 10 30 40 45 49 45 40 30 20 10 5 3 0 0 0 0 0 0 No TDM necessary/assumed for weekends 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Office Parking Supply minus Office Demand 252 242 222 212 207 203 207 212 222 232 242 247 249 252 252 252 252 252 252 203 At/above 90% occupancy, supply is considered "full" Other (Non-Office) Parking Demand 52 2 4 17 30 39 49 51 53 53 51 49 45 41 39 36 29 18 6 0 Other (Non-Office) Parking Demand (with 5% reduction for mixed-use internalization) 2 4 17 29 38 47 49 51 51 49 47 43 39 38 35 28 18 6 0 Open (Non-Reserved) Parking Supply 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Non-Office Parking Supply minus Demand -2 -4 -17 -29 -38 -47 -49 -51 -51 -49 -47 -43 -39 -38 -35 -28 -18 -6 0 -51 At/above 90% occupancy, supply is considered "full" Phase-3 Total Parking Demand 100 2 14 47 70 84 98 96 93 83 71 59 50 44 39 36 29 18 6 0 Phase-3 Total Parking Supply 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 280 Phase-3 Supply minus Demand 250 238 205 182 168 154 156 159 169 181 193 202 208 213 216 223 234 246 252 154 At/above 90% occupancy, supply is considered "full" Phase-2 + Phase-3 Parking Demand 1,610 277 424 688 930 1,111 1,176 1,290 1,264 1,147 934 930 1,026 1,071 1,104 1,122 863 768 581 404 Phase-2 + Phase-3 Parking Supply 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 2,866 Phase-2 + Phase-3 Supply minus Demand 2,302 2,155 1,891 1,649 1,468 1,403 1,289 1,315 1,432 1,645 1,649 1,553 1,508 1,475 1,457 1,716 1,811 1,998 2,175 1,289 At/above 90% occupancy, supply is considered "full" Notes:
Source of Parking Rates and Distribution: Urban Land Institute (ULI) Shared Parking (3rd Edition) ULI-based Land Use Designations for Parking rate and time-of-day distribution factors:
Phase-1 Apartments parking is regarded exclusive reserved parking, and therefore not considered in this analysis. Retail/Commercial Use = "Community Shopping Center (<400,000 sq.ft.)" Office = "Office (>500,000 sq.ft.)" Restaurant = "Family Restaurant" Hotel = "Business Hotel" Hotel Restaurant = "Family Restaurant" Cinema = "Cineplex" The ULI Shared Parking methodology for "mixed-use" centers suggests parking demand reduction ranging from 5% to 40% depending on the type, mix and size of uses. This analysis conservatively assumes a nominal 5% parking demand reduction for retail/restaurant uses only.
Open Public (valet)
Notes
Unadjusted
Parking
Supply
Parking Demand Rate (Source: ULI
Shared Parking, 3rd Edition )
Unadjusted
Parking
Demand
Open Public (valet)
WEEKEND TIME-OF-DAY DISTRIBUTION
Office Employee/Visitor Reserved
Actual/Proposed
Use
Office Employee/Visitor Reserved
9/28/2021
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3 Findings & Recommendations
This section describes a summary of shared parking analysis findings and recommendations.
3.1 Summary of Findings
Table 6 presents a summary of the detailed evaluation presented in Tables 4 and 5.
Table 6: Shared Parking Analysis Summary
3.1.1 Phase 1 Findings
As shown in Table 6, the Phase-1 site, by itself, is known to have a net City code-based parking deficiency of 46 spaces for the critical weekday peak hour conditions. The Phase-1 deficiency of 46 spaces is regarded as a net ‘unserved’ Phase-1 weekday peak hour “demand” for 46 spaces in this evaluation. Note that Phase-2 parking supply includes 46 open public parking spaces dedicated to address this Phase-1 need. Specifically, the Phase-2 parking structure which allocates up to 1,220 unreserved spaces, is located within a reasonable walking distance of 800-1,000 feet from Phase 1 where the deficiencies occur. No Phase-1 deficiency is assumed under weekend conditions.
3.1.2 Phase-2 Findings
With a proposed supply of 1,174 reserved office parking spaces (with up to 264 spaces made available to general public parking by valet during weekday after-work hours and weekends), the Phase 2 office spaces are not projected to experience a parking deficiency during any time- of-day, regardless of weekday or weekends. A small parking surplus of approximately 45 Peak Hour
Parking
Surplus or
Deficiency (#
of spaces)
Peak Hour of
Surplus or
Deficiency
Peak Hour
Parking
Surplus or
Deficiency (#
of spaces)
Peak Hour of
Surplus or
Deficiency
Phase-1 - -46 12 Noon to 1 PM 0 12 Noon to 1 PM
Phase-2 Office (Reserved) 1,174 45 10 AM to 11 AM 717 11 AM to 12 Noon Phase-2 Hotel (Reserved) 192 3 11 PM to 12 midnight -2 10 PM to 11 PM Phase-2 Other (Unreserved) 1,220 180 12 Noon to 1 PM 393 12 Noon to 1 PM Phase-2 Total 2,586 449 11 AM to 12 Noon 1,133 12 Noon to 1 PM Phase-3 280 -254 10 AM to 11 AM 154 11 AM to 12 Noon
Phase-2 + Phase-3 Grand Total 2,866 155 11 AM to 12 Noon 1,289 12 Noon to 1 PM Notes: Only 90% of the physical parking supply is used as the 'effective available parking supply' for purposes of this analysis.
The hour of "lowest parking surplus" or "highest parking deficiency" is considered the "peak hour" in this table.
Land Use
WEEKENDWEEKDAY
Total
Parking
Supply
(# of
spaces)
Phase-2
Red text indicates parking deficiency (i.e. demand is greater than supply) and green text indicates parking surplus (i.e. demand is lower than supply) 20 | Mott MacDonald |
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spaces is projected during the weekday 10:00-11:00 AM period, even with no travel demand management (TDM) programs in place. During weekend mid-day periods, an office parking surplus of approximately 717 office spaces may be available.
For the Phase-2 hotel use, 192 reserved parking spaces are allocated (including 25 spaces for hotel employees), and these reserved spaces by themselves are projected to experience a small parking deficiency of 2 spaces during weekend late night hours. Note however, excess parking is available during late nights from other uses to accommodate this small deficiency.
With a proposed general parking (i.e. non-reserved) supply of 1,220 spaces for other Phase-2 uses (available for both ‘non-office’ and ‘non-hotel’ uses), a minimum parking surplus of 180 spaces is projected during weekday mid-day conditions and 393 spaces during weekend mid- day conditions.
The overall Phase-2 site (inclusive of office, hotel and other uses) is projected to have a parking surplus of over 449 spaces during weekday 11:00 AM-12:00 noon conditions (with no TDM programs for office use) and 1,133 spaces during weekend mid-day conditions.
3.1.3 Phase-3 Findings
The Phase-3 site is predominantly office use. With 280 incremental spaces proposed to be added with the Phase 3 site, the Phase-3 site by itself, is projected to experience a parking deficiency of 254 spaces during the weekday 10:00-11:00 AM period, with no TDM measures in place. However, as shown in Table 4, the parking ‘surplus’ available from Phase-2 unreserved spaces exceeds the excess parking demands from Phase-3 during all times of day. Therefore, it is determined that the total supply of 1,220 unreserved parking spaces in Phase-2 satisfies the weekday excess demands from the Phase 3 site. Note again that the Phase 2 parking facilities are within a reasonable walking distance (less than 600 feet) from Phase 3. Phase-3 site by itself is projected to experience a parking surplus of 154 spaces during the weekend mid-day period.
3.1.4 Cumulative Findings
The overall Phase-2 and Phase-3 sites that between them provide a grand total of 2,866 total parking spaces (including both reserved and unreserved spaces, and on-street spaces), are projected to experience a parking surplus of approximately 155 spaces during weekday mid- day (11:00 AM-12:00 Noon) conditions assuming no TDM programs are in place, and accounting for unserved parking demands from Phase-1. The overall site is expected to experience a surplus of 1,289 spaces over the weekend mid-day period.
3.2 Summary
The shared parking analysis presented in the preceding sections indicate that the planned total parking supply of 2,866 parking spaces between Phases 2 and 3, which is approximately 8.6% below the City parking code-based requirement for total parking spaces, is projected to be adequate to accommodate the estimated actual parking demands associated with the overall Village at San Antonio Center 3-phase redevelopment project at full buildout. Note again that the San Antonio Precise Plan supports shared parking characteristics and parking supply reduction requests based on such shared parking considerations, both as a matter of policy and 21 | Mott MacDonald |
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planning. Specifically, the applicant-requested parking reduction is permitted by City of Mountain View policy under the San Antonio Precise Plan (the relevant SAPP Table 2-1 is included in Section 1.2 of this report for reference) and as substantiated based on the shared parking analysis discussed in this report. While up to 20% parking reduction may be requested under the SAPP, the applicant has only requested an 8.6% parking reduction per this shared parking analysis.
The planned total parking supply is projected to be adequate to accommodate the estimated cumulative total parking demand at San Antonio center full buildout as noted above, however, the applicant has agreed to commission a parking supply/demand evaluation at the time the Phase 2 and Phase 3 sites reach 90% building floor area occupancy, and as appropriate institute a valet parking program pending findings from such subsequent evaluation.
The potential consideration of proximity to bus and rail transit stations and additional travel demand management (TDM) programs, which are both supported at a policy level by the San Antonio Precise Plan would further reinforce the adequacy of the proposed 2,866 total vehicular parking spaces from Phases 2 and 3 of the Village at San Antonio Center project. The current office land use has implemented an employee shuttle program, in addition to multiple other TDM measures to further reduce office trips and resulting office parking demand. These resulting TDM parking reductions are not factored into this conservative evaluation, but expected to further reduce office parking demands.
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Appendix
Exhibit 1 – City Code-based Parking Requirements
Exhibit 2 – Comparison of City Code based and ULI Shared Parking based Parking Demand Estimates
APPENDIX EXHIBIT 1
PARKING REQUIREMENTS
TOTAL PARKING REQUIRED: PHASE 2
TYPE /USE AREA / SF USE PARKING RATIO
PARKING
REQUIRED
OFFICE (EXCL. SERVICES) 360,909 SF 3.333/1000 1203 STALLS COMMERCIAL RETAIL 28,200 SF 5.555/1000 157 STALLS
HOTEL 167 KEY KEY + 25 192 STALLS
RETAIL (LESS BLDG 3 @ 10,000 SF) 28,893 SF 5.555/1000 161 STALLS CINEMA (ACTUAL BUILT) 1,150 SEATS SEAT/3.5 329 STALLS
RESTAURANT 35,462 SF 10/1000 355 STALLS
RESTAURANT (HOTEL) 5280 SF 10/1000 53 STALLS
PARKING REQUIRED FROM SOUTH PHASE (1) 46 STALLS
TOTAL PARKING STALLS REQUIRED 2496 STALLS
TOTAL PARKING STALLS REQUIRED W/ 8.5% REDUCTION 2284 STALLS TOTAL PARKING PROVIDED PHASE 2* 2586 STALLS
* DOES NOT INCLUDE (42) TANDEM STALLS IN BLOCK 2EXCESS PARKING PROVIDED IN PHASE 2 302 STALLS TOTAL PARKING REQUIRED: PHASE 3
TYPE /USE AREA / SF USE PARKING RATIO
PARKING
REQUIRED
OFFICE 169,382 SF 3.333/1000 565 STALLS
RETAIL (EXCL. SERVICES) 12,970 SF 5.555/1000 72 STALLS
TOTAL PARKING STALLS REQUIRED 637 STALLS
TOTAL PARKING PROVIDED IN PHASE 3 SUBTERRANEAN PARKING GARAGE (2 LVLS) 280 STALLS COMBINED - PHASE 2 & PHASE 3
TOTAL PARKING REQUIRED 3133 STALLS
PROPOSED SHARED PARKING REDUCTION 8.6% (below the 20% allowed per SAPP) (267) STALLS TOTAL PARKING REQUIRED COMBINED 2866 STALLS
TOTAL PARKING PROVIDED 2866 STALLS
APPENDIX EXHIBIT 2
Rate Unit
Parking
Spaces Rate Unit
Parking
Spaces
OFFICE (EXCL. SERVICES) 3 60,909 3.333 per KSF 1,203 2.80 per KSF 1,011 COMMERCIAL RETAIL 28,200 5.555 per KSF 157 3.60 per KSF 102 HOTEL 167 1.000 per room +25 192 1.15 per room 192
RETAIL (LESS BLDG 3 @ 10,000 SF) 28,893 5.555 per KSF 161 3.60 per KSF 104 CINEMA seats 1,150 0.286 per seat +25 329 0.16 per seat 184 RESTAURANT 35,462 1.000 per 100 sf 355 17.40 per KSF 617 RESTAURANT (HOTEL) 5,280 1.000 per 100 sf 53 17.40 per KSF 92 46 46
2,496 2,348
OFFICE 1 69,382 3.333 per KSF 565 2.80 per KSF 474
RETAIL (EXCL. SERVICES) 12,970 5.555 per KSF 72 3.60 per KSF 47 637 521
3,133 2,869TOTAL PARKING DEMAND ESTIMATE
PARKING REQUIRED FROM PHASE 1
TOTAL PARKING DEMAND ESTIMATE
T
OTAL PARKING DEMAND ESTIMATE
PHASE-3
PHASE-2
COMBINED - PHASE 2 & PHASE 3
AREA (sf) TYPE /USE
City Parking Code-based ULI Shared Parking based
Mott MacDonald | 12
July 2020
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