RESIDENTIAL PILOT
PARKING STUDY
Public Works Agency
Traffic Engineering
City of Santa Ana
November 2019
Exhibit 2
1 Table of Content 1
Executive Summary 2
Study Objective 3
Parking Supply 4
Parking Demand 5
Mapping Supply/Demand 6
Potential Remedies 8
Decrease Demand for Public Parking Spaces 11
Appendix A - Additional Parking in Multi-family Residential 12 Appendix B - Overnight Street Parking 14
Appendix C - Overnight Use of City Park Parking Lots 18 Appendix D – Overnight Use of School Parking Lots 22
Appendix E – Overnight Parking within Commercial Property 25 Parking Lots
CONTENTS
2 RESIDENTIAL PILOT
PARKING STUDY
Executive Summary
Based on concerns from City residents related to parking shortages, the Santa Ana City Council and the City Manager in 2018 directed staff to prepare a Parking Study. Public Works Agency, in conjunction with the Planning and Building Agency, the Police Department, and the Parks, Recreation and Community Services Agency prepared a Pilot Parking Study to analyze two parking districts within the City. The two parking districts, Northeast and Eastside, were chosen based on the size of the districts, the mix of residential land uses contained within, the volume of parking related requests for service, and potential opportunities for parking relief.
The study contains a parking need vs. parking capacity comparison within the residential areas of the districts. To determine the need, staff requested and received data from the Department of Motor Vehicles on vehicles registered to addresses within the district. The capacity is based on a count of parking spaces available, both on private property and within the street, using City GIS systems, Planning records and field visits. The study includes color-coded maps to indicate areas which have a surplus or deficit of parking.
The analysis demonstrated that parking conditions vary considerably within and between residential neighborhoods. The pilot maps generally indicated that SFR areas had sufficient parking supply relative to the number of registered vehicles, while conditions within MFR areas ranged from adequately parked to substantially underparked. The Eastside District map (Attachment 1) indicates a distinct parking shortage in most of the MFR blocks east of Standard Avenue with parking supply-to-demand ratios at less than 0.8. The map for Northeast District map (Attachment 2) also indicates parking shortages in two of the MFR neighborhoods with supply-to-demand ratios less than 0.8.
The pilot also identified an important limitation of addressing parking shortages solely by creating additional permit parking streets. When parking restrictions are expanded to one street or neighborhood, vehicles that previously parked in that area may be displaced to nearby unrestricted streets. This can create a spillover or “domino” effect, resulting in additional parking concerns and requests for new permit parking areas. The pilot therefore shifted the City's approach from simply responding to individual requests for additional permit parking toward evaluating parking conditions using measurable supply and demand information and considering a broader range of parking management strategies. The information gathered would be applied to potential Requests for Proposals that the City could publish for a citywide parking management solution.
3 4 RESIDENTIAL PILOT
PARKING STUDY
5 City goal to provide: “Community
Health, livability, Engagement &
Sustainability with an objective to
support neighborhood vitality”
Study Objective
The objective of the Parking Pilot Study is to
inventory the current parking and identify
areas that depict a parking shortage, and to
identify potential solutions to reduce the
shortage.
The study focuses on two residential permit
parking districts:
Northeast - Defined by the portion of the
City lying north of 17th Street and east of
Lincoln Avenue
Eastside - Bordered by First Street on the
north, Union Pacific Railroad Tracks on the
east (east of Standard Avenue), Edinger
Avenue on the south, and Main Street on
the west.
These two districts were selected based on
the high number of parking -related requests
for service, the housing density mixture, and
the potential areas of additional parking
supply opportunity.
6 RESIDENTIAL PILOT
PARKING STUDY
Parking Supply
Supply is based on estimated parking spaces within private residential property and on adjacent public streets. Both parking supply and demand are mapped on a block-by-block basis.
The first phase of the study gathered data from available onsite parking for residential properties and available on-street parking in residential neighborhoods. Staff gathered parking availability inventory data for single-family residential, low-density multi-family and high-density multi-family properties through the following methods:
Field Checks – Staff visited the residential neighborhood to visually determine onsite (private property) and offsite (public street) parking space quantities, taking into account locations where the parking is prohibited (e.g., driveways, fire hydrants, red curbs, “No Parking” areas).
Record Search - Because many of the multi-family residential private properties were not accessible, staff determined on-site parking space counts through the use of available planning maps, original land use entitlement records, Santa Ana Property Identification Network, the City’s GovClarity geographic information system (GIS) aerial maps, and Orange County Tax Assessor data.
Contacted Property Managers – Staff called property managers to inquire on their property’s parking allocation.
Address Checks – Staff verified address of properties through GIS and planning resources.
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PARKING STUDY
Parking Demand
The demand is based on vehicles registered within each district’s borders and staff efforts to establish communication with multi-family complexes. To start, staff requested and received information from the Department of Motor Vehicles (DMV) regarding the number of vehicles registered for each residential address, including all single and multi-family units within each pilot study district. No personal information about the vehicle owners was requested nor provided. The data provided by the DMV included over 27,800 registered vehicles within the two districts. Staff then used the record research previously done in the Parking Supply section to communicate with each multi-family complex regarding the characterization of on-site parking. The following is a typical example of staffs’ findings:
A multi-family non-owner occupied apartment complex reflects a lower register vehicles count from DMV database, 236, than actual vehicles parked on-site of 357. This does not take into account incidental parking from long/ short term house guests.
Multi-family units due to their nature, large unit count, low parking standards at the time of development, short/long term residency, family growth, all creates a need for parking beyond the present capacity, and influences parking intrusion into neighborhoods. This deficiency is being absorbed by surrounding single-family residential area.
Anecdotally there is a demand due to the amount of permit parking streets adjacent to said multi-families, as reflected in both the permit parking district maps and in Mapping Supply/Demand section.
8 Mapping Supply/Demand
Both Eastside and Northeast districts were analyzed. Supply/Demand parking ratios within Multifamily and single-family residences are as follows:
Eastside District Observations:
MFR Parking S/D Ratios – 0.4 to 1.09
SFR Parking S/D Ratios – 1.13 to 1.96
Most impacted SFR blocks nearest under-parked MFR
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Mapping Supply/Demand Continued
Northeast District Observations:
MFR Parking S/D Ratios – 0.5 to 3.02
SFR Parking S/D Ratios – 1.19 to 3.23
Most impacted SFR blocks nearest under-parked MFR
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Potential Remedies
The second part of the study includes identifying locations where additional on and off street parking could potentially be created near impacted residential areas. These sources of parking could be:
Additional Parking in Multi-Family Residential
Management of multi-unit properties that have flat parking spaces are being contacted to explore their interest on a variety of options including vehicle lifts on their property; initial feedback from the property managers was not positive as there were several concerns related to maintenance and repairs of the lifts.
See Appendix A.
Overnight Street Parking
Staff identified street segments where parking was known or likely to exist in the past, but had been prohibited in response to complaints unrelated to traffic safety from homeowners, Police Department, Parks, Recreating and Community Services Agency, or others. The reports ranged from nuisance type complaints such as nighttime noise, littering, and criminal activity. These areas of parking restrictions are typically on streets not fronting residential properties. Parking could be re-instituted on:
Arterial and collector streets on the side or rear yard of residential properties Neighborhood streets fronting City parks and other uses Northeast Eastside
On Arterials (signs only) 60 40
On Arterials (striping required) 80 130
Adjacent to City Parks Minimal Minimal
In some cases, simply changing or removing signs could accomplish the replacement of parking; in other cases, restriping streets would be required for measures such as back-in angled parking. See Appendix B. 11 RESIDENTIAL PILOT
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Potential Remedies Continued
Overnight Use of City Park Parking Lots
Based on a review of aerial photographs, it appears there are some park parking lots near some of residential neighborhoods which are experiencing the parking shortages. There are potentially spaces within the park parking lots which could theoretically be available during the nighttime hours. Currently, however, while the City allows parking within parks during operational hours, overnight parking is prohibited.
Staff explored details of a program specific to selected City parks whereby parking within City parks for a monthly fee under a potential new Permit Parking Program. The cost would be significantly higher than the current on-street Residential Permit Parking program, and may need to be restricted to allow residential overnight parking only. See Appendix C.
Parking (overnight) within School parking lots
This type of permitted parking could operate in agreement with appropriate school district, and could potentially operate similar to City Parks parking program described above. See Appendix D. City staff reached out to SAUSD staff to discuss the potential program. The District staff indicated a preliminary interest to consider the proposal further. The District staff believes that through a negotiated agreement, parking space might possibly be made available.
Parking (overnight) within Commercial property parking lots There are potentially thousands of spaces which could theoretically be available during the needed hours based on the presumption that the commercial centers need the parking during the hours that the business are open, but unused during the night-time hours, when the residential parking shortage is greatest. A program to utilize the night-time commercial center parking capacity could, for example, allow parking between 10pm and 6am for residents with appropriate permits.
To gage an interest amongst commercial properties, staff contacted 10 commercial property representatives. Staff found that eight were not interested and two were willing to answer questions regarding a potential permit parking program. See Appendix E. 12 Potential Remedies Continued
Potential Parking Spaces
Northeast Eastside
City Park Parking Lots 50 90
School Parking Lots 200+ 220+
Nearby Commercial Property 1000’s 100’s
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Decrease Demand for Public Parking Spaces
Planning Division to provide information.
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Appendix A
Additional Parking in Multi-Family Residential
Based on information provided, it appears that the number of on-site parking spaces within the multifamily residential areas is insufficient to adequately house the cars registered. Potential solutions to help reduce the parking intrusion from high density multi-family residential overnight period into singlefamily residential and other areas are:
Provide letters to tenants requesting no parking within SFR neighborhoods Requiring use of existing spaces for the intended parking purpose rather than for storage or other purposes
Incentives by management to tenants to reduce the number of cars Restriping existing parking areas to better utilize space Addition of mechanical parking lifts to surface lots
Contracting with commercial property owners to provide night-time overflow parking Contracting with government property owners to provide night-time overflow parking After speaking with several multi-family complexes, it is clear there is a need and desire for additional parking but not without concerns. Management was cooperative in providing staff with property details such as the number of units, assigned spaces per unit, and cost per additional non-registered spaces.
The exact number of spaces on-site were not disclosed. Management expressed a need for monetary aid from the City for implementations such as parking lifts.
District Multi-Unit
Property
Property Details
Willing To
Enter
Program?
Concerns
Northeast
Sandalwood-Coco
Palms Apartments
2301 N Ponderosa
St
Units = 60
Assigned Spaces / Unit
= 2
Cost / Extra Space =
$50/mo
Spaces = Not Declared
Yes Implementation Cost
Subsidized by City?
Northeast
Tustin View
Apartments
2010 Ponderosa St
Units = 84
Assigned Spaces / Unit
= 1
Cost / Extra Space = $0
Spaces = Not Declared
Yes Implementation Cost
Subsidized by City?
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PARKING STUDY
Appendix A continued
District Multi-Unit
Property
Property Details
Willing
To Enter
Program
?
Concerns
Northeast
Aspens
Apartment
Homes
1201 Fairhaven
Ave
Units = 642
Assigned Spaces / Unit = 1
Cost / Extra Space = $0
Spaces = 642 assigned and
about 500 extra
May
Consider
Implementation Cost
Subsidized by City?
Northeast
Mango Tree
Apartments
2002 E Santa
Clara Ave
Units = 52
Assigned Spaces / Unit = 1 to
2 Cost / Extra Space = $95 /mo
Spaces = Not Declared
No Implementation Cost
Subsidized by City?
Northeast
Sherry Lane
Garden Homes
1920 Sherry Ln
Units = 62
Assigned Spaces / Unit = 2
Cost / Extra Space = $50 /mo
Spaces = 133
May
Consider
Implementation Cost
Subsidized by City?
Northeast
Latitude
Apartment
Homes
2201-2209 E
Santa Clara Ave
Units = 162
Assigned Spaces / Unit = 1 to
2 Cost / Extra Space = $125
Spaces = Not Declared
Yes Implementation Cost
Subsidized by City?
Northeast
Santa Clara East
Apartments
1950 & 2010 E
Santa Clara Ave
Units = 100
Assigned Spaces / Unit = 1
Cost / Extra Space = $50 /mo
Spaces = 135
Yes Implementation Cost
Subsidized by City?
Northeast
Fairhaven
Apartment
Homes
1300 Fairhaven
Ave
Units = 164
Assigned Spaces / Unit = 1
Cost / Extra Space = $50 /mo
Spaces = 246
May
Consider
Implementation Cost
Subsidized by City?
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Appendix B
Overnight Street Parking
Staff identified arterial, collector and certain local street segments near or within single family residential neighborhoods where overnight parking was might have existed in the past and could potentially be allowed again, but is currently restricted or prohibited. Based on research or anecdotal information, in many cases, the parking restrictions were instituted for reasons unrelated to traffic safety. Instead the prohibitions were generally in response to complaints from neighborhood residents, the Police Department, or others. The complaints ranged from nuisance type activity such as night time noise and littering to much worse criminal activity.
These areas of parking restrictions are typically on streets which do not have residential fronting properties, and therefore do not have the benefit of “eyes on the street”. They are often arterial or collector streets that run along the rear yards or side yards of single family residential properties, which are blocked from view of the homes by a fence or wall, and the parked vehicles create the opportunity for hiding spots for individuals engaged in criminal activity. A similar example is local streets adjacent to some neighborhood parks.
Residents have complained about trash left by the drivers, noises generated from the drivers accessing the vehicles in in some cases car alarms going off and running for extended periods before being deactivated. In more extreme cases complaints have included reports of drug use or other illicit actives.
Staff identified three categories of streets where parking may potentially be instated or-reinstated:
along arterial or collector streets with simple signage changes, along arterial or collector streets which require striping changes, and along local streets adjacent to City parks. However, community outreach would be needed prior to reducing the restrictions.
Arterial/Collector Streets – Signage Changes Only
As noted, some arterial and collector streets within or adjacent to the residential areas had previously accommodated parking, but that parking was prohibited overnight with the addition of time restriction signage.
Examples of these streets are where overnight parking bans have been instituted are Santa Clara Avenue in the Northeast Parking District and Hobart Street in the Eastside District. In light of the growing need for parking, the City might remove the overnight bans, which could result in the addition of about 60 spaces in Northeast and about 40 spaces in Eastside. For most of these streets, the overnight parking bans could be removed or otherwise reduced to simply be changing signage. 17 RESIDENTIAL PILOT
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Appendix B (continued)
Arterial/Collector Streets – Signage Changes Only
Similar to the arterial and collector streets which previously allowed parking as described above, some City streets some streets were designed and built to accommodate parking, but would have to be re-striped to allow parking. These arterial and collector streets have sufficient curb-to-curb width to accommodate parking and the number of travel lanes required by the City’s Circulation Element. Parking may have been allowed in the past, however, as the lane striping is currently configured, vehicle parking would conflict with the travel lanes on these streets.
Examples of streets which are wide enough to accommodate parking are Fairhaven Avenue and Cambridge Street in the Northeast Parking District, and Standard Avenue in the Eastside District.
In light of the growing need for parking, the City might re-align the roadway striping to make space for parking, which could result in the addition of about 80 spaces in Northeast and about 130 spaces in Eastside.
Local Streets fronting City Parks
Although there are no examples within the two subject parking districts, there are streets in the City where overnight parking adjacent to City parks has been prohibited. The topic is included herein for consideration as a potential source of relief to add to the parking in applicable areas of the City.
Within the City, there are streets adjacent to neighborhood parks where parking is prohibited or restricted during the overnight hours, even though space is sufficient width exists to allow parking.
In these cases, the parking is restricted using signage or red curb. Based on discussion with the City’s Police Department or the Parks, Recreation and Community Services Agency, in addition to reports of unwanted activities listed above, the nighttime restriction of vehicles along park-adjacent streets provides police units to unobstructed view into the parks and therefore more patrol the area within the parks.
As noted, no park-adjacent streets within the Northeast or Eastside District currently have overnight parking, however staff is aware of examples within the City. In general, after community outreach, removing the restriction would simply involve removing or changing the signage. 18 Appendix B (continued)
Back-in Angled Parking
There are local streets in the City where the curb to curb width is sufficient to allow diagonal parking.
On these streets, parallel parking already exists, the number of spaces may potentially be increased with the change in angle of the spaces. Because of the traffic safety requirements for adequate visibility between vehicles exiting driveways and vehicles in the travel lanes, the increase in quantity of spaces is significantly limited where driveways are present.
In addition, the traditional head-in configuration of diagonal parking conflicts with bicycle traffic because of the limited visibility for the parked vehicles as they are backing out of the spaces. For that reason, staff has not pursued head-in diagonal parking. This conflict is of particular concern because as the City looks to add bike lanes, staff is identifying local and collector streets which are wider than standard. Those same streets are the locations where diagonal parking might help.
As a potential compromise to encourage bike use and allow diagonal parking, the City can consider “back-in” or reverse diagonal parking on a few specific streets. With back-in diagonal parking, drivers have a better view of traffic, both vehicles as well as bicycles, when exiting the parking space into the travel lane. There are currently no back-in diagonal parking on any streets within the City, however, staff is aware of other agencies within the state which employ the technique. These include the Cities of Oceanside, San Diego, San Francisco, and San Jose. Reports from those agencies as to the effectiveness of the technique is positive, with the qualifier that the street must fit a specific type, and implementation must include community education and be well signed.
Considerations are the streets should fit the design criteria: appropriate speeds, widths, and sufficient lengths between driveways. In addition, because the reverse diagonal parking is new to most of Santa Ana’s drivers, an appropriate segment of street would be a local residential street where the majority of drivers travel and park on the street on a daily basis.
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Appendix B (continued)
Implementation of the solution would require modifications to street striping and signage as well as community outreach. Because parallel parking already exists in these locations, the outreach would be more focused on the acceptance of the form of the parking. In addition, the Santa Ana Municipal Code would need to be updated to designate any street or portion thereof which would be modified to include diagonal parking.
Although there are no examples of streets fitting the criteria within the two subject parking districts, the topic is included herein for consideration as a potential source of relief to add to the parking in applicable areas of the City.
20 Overnight Use of City Park Parking Lots
Existing Conditions -
The City owns and Parks, Recreation, and Community Services Agency (PRCSA) operates, and maintains forty-three parks and about twenty recreation facilities Citywide. Most of those contain parking lots.
Pursuant to SAMC Sec. 31-2.9, City parks are open from 5:00 am to 11:00 pm, however, the code allows the Director of PRCSA to reasonably extend or limit the hours of the parks, or portions thereof. In practice, park hours vary throughout the City with the majority of parks being open from 6:00 am to 10:00 pm or from dawn to dusk. During the overnight hours that parks are closed, parking is not allowed within the off-street lots in response to recurring complaints from residents of noise, litter, overnight camping, drug use and other illicit activities. To regulate the parking, in some cases signs prohibiting the overnight parking are placed within the lots. In other parks, the City relies on the signs which state the hours for park. The parks, which are typically not fenced except for at ballfield perimeters, are patrolled by private security guards until midnight. However, the practice of parking during nighttime hours continues to occur at some locations. To reduce the occurrence of overnight parking, PRCSA is in the process of installing vehicle gates at some parks and updating signage indicating the prohibition.
Overnight Parking Program -
As a potential measure to help provide relief for overcrowded street parking, staff considered a program which would allow overnight paid parking within the park parking lots, based on the presumption that the park users need the parking during the hours the parks are open, but are unused during the overnight hours, when the residential parking shortage is greatest. Such program would allow area residents to park through a permit program. The program could operate generally similar to the City’s Residential Permit Parking program (RPP), however, it is expected that the permits to park within the parks would be much more expensive than the existing RPP to offset capital and staff operation efforts as noted below.
Appendix C
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21 Appendix C (continued)
A particular concern of PRCSA staff is the potential for extended use of the spaces by the permittees, which would leave spaces unavailable or the park users. A potential solution to this concern is a 60-minute period of No Parking (by either park users or permittees) before and after park hours to discourage those with overnight permits from arriving too early or staying beyond program hours. During the 60-minute periods, vehicles parked in the lots would be ticketed or towed. For example, a typical park parking lot under the program could be operate under the following rules:
7:00 am to 10:00 pm - open to park users during operating hours 10:00 pm to 11:00 pm - prohibit all parking
11:00 pm to 6:00 am – allow overnight permit-only parking 6:00 am to 7:00 am - prohibit all parking
An overnight parking program would also have to accommodate special events for the parks, meaning there could be blackout dates, when no parking would be allowed.
City staff had concerns of risk to residents parking within the lots, which are more isolated than City streets, as well as concerns of additional litter, noise, camping, criminal activity, and liability associated with an overnight parking program. It is expected that additional lighting, security personnel, cameras, monitors and enforcement would be needed to reduce nuisance and criminal activity, as well as cleaning services and capital improvements to provide safe accessible path from the parking lot to the streets. Implementation of the program would require extensive community outreach.
Staff researched other Southern California cities for similar programs and associated fees. The fees range from free to $700/year for local cities. Most of these programs allow 24-hour parking.
Also, by comparison, the City of Santa Ana has leased spaces for $500/year for MFR development projects requiring overflow parking. Finally, staff learned that MFR property managers charge about $1200 to $1500/year/space for parking when unbundled from rent. It is expected that, in order to recover capital and operating costs without subsidy, the fees would need to be $1000 to $1500 per year.
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Appendix C (continued)
Northeast and Eastside District Examples -
Northeast- Within the Northeast District, Portola Park is a 9.0-acre park situated south of Santa Clara Avenue, with space for passive and active space, including a basketball and tennis court, a baseball/softball field, and playground equipment.
The parking lot for park contains 56 spaces, including three accessible spaces. A “Park Rules” sign at the entrance path from the parking area to the grass area says that the park is closed during night-time hours. PRCSA staff indicate that they are in the process of adding signs to clarify that parking is prohibited in the lot between 10 pm and 6am. The parking lot is not subject the joint use agreement between the City and SAUSD.
If overnight residential parking was permitted under a permit as discussed herein, the allowable parking hours would be from 11 pm to 5 am. Staffing to enforce compliance with permit rules, and to provide cleaning services and security services would be required. Also, additional lighting, security cameras and some minor concrete repair to fix broken and uplifted sidewalk would be required. Finally, a concrete walkway along the north side of the lot and to Santa Clara Avenue would be desirable to provide a direct all-weather-surface connection to the street.
Eastside- The Eastside District has Madison Park, a 6.1-acre park situated at the northwest corner of Edinger Avenue and Standard Avenue, with space for passive and active space, including two baseball/softball fields, basketball courts, a community garden, and playground equipment.
The parking lot for Madison Park contains 94 spaces, including four accessible spaces. The lot is accessible to Edinger Avenue. The park parking is not available at night. 23 RESIDENTIAL PILOT
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Appendix C (continued)
Similar to Portola Park, if overnight residential parking is allowed at Madison Park under a permit, the allowable parking hours would be from 11 pm to 5 am. Staffing to enforce compliance with permit rules, and to provide cleaning services and security services would be required. Also, additional lighting, security cameras and some minor concrete repair to fix broken and uplifted sidewalk would be required.
Finally, a concrete walkway along the south side of the lot to Edinger Avenue would be desirable to provide a direct all-weather-surface connection to the street.
The newly built Pacific Electric Park is within the Eastside Parking District, however, has no off-street parking and was therefore, not considered in this study. 24 Appendix D
Overnight Use of School Parking Lots
Within the City, there are over 90 public and private schools. The schools are generally in residential neighborhoods or within walking distance of the neighborhoods. The school parking lots which could theoretically be available during the nighttime hours when not needed for school use.
Currently, however, overnight parking is generally prohibited in school parking lots. The majority of schools within the City operate under the jurisdiction of the Santa Ana Unified School District (SAUSD), so this segment of the study explores SAUSD schools.
Existing Conditions
SAUSD owns, operates and maintains 55 schools Citywide. Most contain parking lots. K-12 schools typically operate Monday through Friday during the in-session weeks between 7:00 am and 3:30 pm, and later depending on daily after-school programs. Sports, performing arts and other activates can extend school operation hours to 10:00 pm. During the overnight hours that schools are closed, parking is not allowed within the off-street lots. To restrict parking, the district places signs or vehicle gates near the driveways, or fences the entire parking area perimeter. The district generally also fences the perimeter of the remainder of the campus. The parking area in some cases signs prohibiting the overnight parking are placed within the lots.
Overnight School Parking
As a potential measure to help provide relief for overcrowded street parking, an overnight parking program is presented below. The program would allow overnight paid parking within the school parking lots, based on the presumption that the parking is unused during the hours that the residential parking shortage is greatest. Implementation of the program would require extensive community outreach.
Such a program would allow area residents to park through with a permit (sticker) program, which could be administered by the school district or the City through an agreement. If managed by the City, the school lot parking program would be coordinated with a program to allow overnight parking within City parks as described in the previous section.
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25 Appendix D (continued)
Staff expects that the cost of permits to park within the school lots would be significantly more expensive than the City’s existing Residential Permit Parking program to offset capital and staff operation efforts as noted below. An overnight parking program would also have to accommodate special events for the schools, meaning there could be blackout dates, when no parking would be allowed.
However, SAUSD staff did list some many concerns, including:
1) Safety and security of the students, faculty administration of staff 2) Availability of the parking lot during morning drop off times 3) Potential for increased traffic during morning drop off times The safety and security concern could be mitigated by additional fencing between the parking lots and the remainder of the campus, and the morning parking lot availability and traffic concerns could be mitigated by a 60-minute No-Parking period prior to expected drop-off hours. Questions remain related to issuance of citation and towing for those vehicles which don’t comply.
District staff had concerns similar to those described for the parks, including risk to residents parking within the schools at night, additional litter, noise, damage to school sites, vandalism and other criminal activity, and liability associated with an overnight parking program. It is expected that additional security, enforcement, custodial and administrative personnel be required by either or both the City and SAUSD would, as well as capital improvement such as lighting, walkway repair, cameras, monitors and would be needed. Implement of such a program would require assignment of responsibility and cost consideration for use of right of way, capital improvements, operational staffing, insurance, liability, etc.
As noted above, the program as described could be operated by the District, or in conjunction with a City parks parking program through agreement with the District. It is expected that, in order to recover capital and operating costs without subsidy, the fees would need to be $1000 to $1500 per year.
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Appendix D (continued)
Northeast and Eastside Parking District Examples
Northeast- Within the Northeast Parking District, SAUSD operates John Muir Elementary School (Muir) on Maybury Street, and Sierra Intermediate School (Sierra) on Grand Avenue.
Muir contain two parking lots: a 38-space lot, and a 31-space lot. Muir school operates from 8:00 am begin time to 2:24 pm dismissal.
If overnight residential parking was permitted under a permit as discussed herein, the allowable parking hours could potentially be from 10 pm to 6 am. Capital improvement and operational staffing as discussed above would be required.
Although Fairhaven Elementary School under the jurisdiction of Orange Unified School District (OUSD) is also with the Northeast District, staff focused on schools owned by SAUSD as part of the pilot program. If a program to use SAUSD school parking lots proves successful, the City could explore a similar program with OUSD.
Eastside- Within the Eastside District, SAUSD operates Edward B. Cole Academy and Advanced Learning Academy on Walnut Street (20 spaces), Roosevelt Elementary on Halladay Street (90 spaces), Walker Elementary on Bishop Street (38 spaces), and Madison Elementary on Hobart Street (74 spaces).
The hours of the schools vary from as early as 7:50 am beginning to 3:00 pm dismissal. Hours available for permit parking use could potentially be from 10:00 pm to 7:00 am. Capital improvement and operational staffing as discussed above would be required. 27 RESIDENTIAL PILOT
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Appendix E
Parking (overnight) within Commercial property parking lots Based on a review of aerial photographs, it appears there are many commercial parking lots near some of residential neighborhoods, which are experiencing the parking shortages. There are potentially thousands of spaces which could theoretically be available during the needed hours based on the presumption that the commercial centers need the parking during the hours that the business are open, but unused during the night-time hours, when the residential parking shortage is greatest. A program to utilize the night-time commercial center parking capacity could, for example, allow parking between 10pm and 6am for residents with appropriate permits. To reduce the likelihood of the users of the programs from leaving the vehicles on the lots during business hours, there could be a period of No Parking between 6am and 7am. Potential fees for the program are unknown. The program could be handled directly between the businesses, or involve the City.
Commercial property owners were contacted to discuss interest in renting/leasing their property to allow for overnight parking. Staff made contact with ten commercial property owners. Eight expressed no interest because:
Vehicles not being moved prior to start of business hours. On-site safety (do the properties need to provide: security, lights, cameras, etc.) Liability (i.e. indemnification for personal safety, tripping, injury, etc.) Unclear rights for the reservation of parking spaces on their property, and ultimately the control of spaces.
Additional maintenance on property (e.g. trash)
The two representatives who were willing to discuss a program are:
District Commercial Property Property Details
Willing To
Enter
Program?
Concerns
Northeast Sherwin-Williams
2201 N. Tustin Ave
Spaces = 23
Corporation =
Yes
Yes
- Liability
- Hours of Operation
Northeast Woodwards ACE
Hardware
2343 N Tustin Ave
Spaces = 40
Corporation =
Yes
No
- Liability -Security
- Cleaning
- Hours of Operation
- Illegal Parking