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HomeMy WebLinkAboutItem 3 - Attch 4 - Parking StudyMEMORANDUM TO: Ian M. Gill, Silvergate Development FROM: Stephen Cook, PE, Chen Ryan Associates Jonathan Sanchez, Chen Ryan Associates DATE: June 1, 2017 RE: Third Avenue Parking Study — Chula Vista, CA The purpose of this technical memorandum is to identify if there is sufficient public parking within the Downtown Parking District, which is located in the Third Avenue Village neighborhood of the City of Chula Vista, to accommodate the off-site parking needs of two proposed multi -family projects, located at 201 Third Avenue, and 230 Church Avenue. Project Description Both of the proposed projects are part of the Chula Vista Urban Core Specific Plan which encourages the development of new higher -density infill residential and commercial projects in and around the Third Avenue'Village in the City of Chula Vista. The proposed land uses and number of on-site parking spaces proposed for each project are outlined below: ® 201 Third Avenue - Proposes to develop 21 multi -family dwelling units with 2,485 square feet of commercial area, and will provide 20 on-site parking spaces. The project will be developed on an approximately 11,300 square -foot empty lot. ® 230 Church Avenue - Proposes to develop 29 multi -family units and will provide 24 on-site parking spaces. The project will be on an existing public surface parking lot, currently providing 29 parking spaces. Due to the constrained size of both proposed project sites, both projects will utilize provisions of the Urban Core Specific Plan (UCSP) to meet City parking code. This UCSP program allows projects within Chula Vista's Downtown core to utilize the excess public parking capacity within the area to accommodate a portion of their project's demand off-site, up to a maximum -of 50%. Figure 1 displays the location of the proposed projects, as well as the existing public parking lots within the Third Avenue Village area. 3900 Fifth Avenue, Suite 210 1 San Diego, CA 92103 1 (619) 784-1113 www.ChenRyanMobility.com achment 4 -00 7 CD CD ' m - ti St�ee� is 201 THrd Avenue: 29 Parking Spaces 230 Church Avenue v Ve^ ^ Trt^ C - m Lot 1: 14 Parking Spaces Lot 2: 71 Parking Spaces r FK Lot 3: 115 Parkuig Spaces CO � Q Lot 10: 29 Parking Spaces � S�tee Third Avenue Village Pay king Study Figure 1 CHEN4RYAN Project Study Area MI � � W I W_: Parking Requirements The City's Urban Core Specific Plan requires both proposed projects to provide one and a half (1.5) parking spaces per residential multi -family dwelling unit and one (1) guest parking space per ten (10) residential dwelling units. The Urban Core Specific Plan also requires the 201 Third Avenue project to provide two (2) parking spaces per 1,000 SF of commercial space. Table 1 displays the parking requirements for both proposed projects. Table 1 Proposed Project Parking Requirements Source: City of Chula Vista — Urban Core Specific Plan As shown, the projects would be required to provide a combined total of 86 parking spaces (39 spaces for 201 Third Avenue and 47 for 230 Church Street), based on their respective proposed land uses. Third Avenue Village Existing Parking Demand/Suppler To determine if there is currently enough public parking supply within the Third Avenue Village area to accommodate the excess parking demand of both projects, a series of parking occupancy counts were performed at the existing 230 Church Avenue parking lot (Lot B), as well as at the other nearby public parking lots (within 500 feet) from each of the respective proposed project sites, as shown in Figure 1. Counts were preformed between March 21, 2017 and March 2.6, 2017 with the time period including three weekdays and two weekend days. Technicians visited each lot hourly and documented the number of spaces occupied between 7:00 AM and 9:OOPM. Thus, the average demand specified in Table 2 represents the average number of spaces being occupied for each parking lot with data collected from counts conducted over the three weekdays and two weekend days. Table 2 displays the current parking supply for each observed public parking lot, as well as the average parking demand and availability during three weekdays and two weekend days. It should be noted that the results of the parking occupancy counts were compared to historical parking lot usage rates based on the fees collected. The data could only be compared during the hours in which fees are charged within the lots, 8:00 AM to 6:00 PM. Based on this comparison it was found that the observed parking usage within these lots was within 2% of the historic average (average historic usage 52% vs observed usage 50%). Therefore, it can be assumed that the observed counts are within the historic norm. Page 3 Page 4 Source: Chen Ryan Associates, March 2097, Page 5 Hourly Parking Requirements The parking demand for a specific development can fluctuate during the different hours of the day, based on the land uses contained within that development. To understand the hourly parking demand for each of the proposed projects, daily parking distribution rates contained in the Urban Land Institute Shared Parking Manual (Second Edition, 2005) were utilized to determine both their weekday and weekend hourly parking demands. To determine if there is sufficient public parking within the Third Avenue Village area to accommodate both of the proposed projects, the hourly parking demands for each proposed project was compared to the available on-site parking, as well as the available off-site public parking available within 500 feet of the project site (documented in Table 2). 201 Third Avetlue Project Based on the location of the 201 Third Avenue project, the closest parking lots are Lot 1 and Lot 2 (as seen in Figure 1). it assumed tAat project patrons and residents would first utilize the excess parking capacity in Lot -1 due to the shorter walking distance to the proposed project, with the remaining exce-ss .demand utilizing Lot 2. Tables 3 and 4 display the projected parking conditions for the 201 Third Avenue project during weekdays and weekends, respectively. Table 3 m 201 Third Avenue Project Demand on Weekdays During weekdays, the project's parking demand peak period would occur between 7 PM and 9 PM. During this peak period, it is anticipated that Lot 1 would be fully utilized and a maximum of 14 cars would utilize Lot 2, which has more than sufficient capacity to accommodate the demand. Page 6 r�erlldlr11T1[J r% HIM 1111 Protect '; On=$Ite Off Site . Lot.1 Demand to `.Lot Z , Availability . Time Demand.::'. . Barking Demand Availability Lot 2 ' Availability in l_ot 2 !' 1 11 ' �ii'i� `�� • ' . • 11 � ��� �® iii Source:Associates, April During weekdays, the project's parking demand peak period would occur between 7 PM and 9 PM. During this peak period, it is anticipated that Lot 1 would be fully utilized and a maximum of 14 cars would utilize Lot 2, which has more than sufficient capacity to accommodate the demand. Page 6 t During weekends, the project's parking demand peak period would occur between 7 PM and 9 PM. During this peak period, it is anticipated that Lot 1 would be fully utilized and a maximum of eight cars would utilize Lot 2, which has more than sufficient capacity to accommodate the demand. 230 Church Avenue Project Based on the location of the proposed 230 Church Avenue project, the closest parking lots are Lot 10 and Lot 2. It is assumed that project residents would first utilize the excess parking capacity in Lot 10 due to the shorter walking distance to the proposed project, with the remaining excess demand utilizing Lot 2. Additionally, there are currently 29 public parking spaces provided at the Church Avenue project location (Lot B), which current demand will be displaced by the proposed project. To accommodate for the current parking demand in the vicinity of the project, the average displaced parking demand in Lot B was added to the total parking demand generated by the proposed 230 Church Avenue project. Tables 5 and 6 display the parking conditions for the proposed 230 Church Avenue Project during weekdays and weekends, respectively. Page 7 Table 4 — 201 Third Avenue Project Demand on Weekends 7:00 AM 31 20 11 10 1 65 64 8:00 AM 30 20 10 10 0 65 65 9:00 AM 30 20 10 9 1 61 60 10:00 AM 28 20 8 8 0 58 58 11:00 AM 27 20 7 6 1 54 53 12:00 PM 26 20 6 6 0 51 51 1:00 PM 27 20 7 9 0 51 51 2:00 PM 27 20 7 9 0 52 52 3:00 PM 27 i 20 7 8 0 56 56 4:00 PM 29 20 9 10 0 55 55 5:00 PM 32 20 12 11 1 53 52 6:00 PM 34 20 14 11 3 52 49 7:00 PM 37 20 17 10 7 49 42 8:00 PM 37 20 17 9 8 39 31 9:00 PM 38 20 18 11 7 50 43 Source: Chen Ryan Associates, April 2017. During weekends, the project's parking demand peak period would occur between 7 PM and 9 PM. During this peak period, it is anticipated that Lot 1 would be fully utilized and a maximum of eight cars would utilize Lot 2, which has more than sufficient capacity to accommodate the demand. 230 Church Avenue Project Based on the location of the proposed 230 Church Avenue project, the closest parking lots are Lot 10 and Lot 2. It is assumed that project residents would first utilize the excess parking capacity in Lot 10 due to the shorter walking distance to the proposed project, with the remaining excess demand utilizing Lot 2. Additionally, there are currently 29 public parking spaces provided at the Church Avenue project location (Lot B), which current demand will be displaced by the proposed project. To accommodate for the current parking demand in the vicinity of the project, the average displaced parking demand in Lot B was added to the total parking demand generated by the proposed 230 Church Avenue project. Tables 5 and 6 display the parking conditions for the proposed 230 Church Avenue Project during weekdays and weekends, respectively. Page 7 Table 5 — 230 Church Avenue Project Demand on Weekdays Source: Chen Ryan Associates, April 2017. Note: 'Lot 2 Availability assumes excess parking demand from the proposed 201 Third Street project (See Table 3) During weekdays, the proposed project and displaced parking from Lot B would fully utilize the available capacity in Lot 10 throughout the entire day. The additional parking demand, not accommodated by Lot 10, would utilize the excess capacity in Lot 2. As shown in the table, Lot 2 currently has the additional capacity available to accommodate the Proposed Projects, as well as the displaced parking demand from Lot B. With the implementation of the Proposed Projects, Lot 2 should still maintain an excess parking capacity of six parking spaces, even during peak times on weekdays (7:00 PM). Therefore, the Third Avenue Village area has the additional parking capacity during weekdays, to accommodate the excess parking demand of both projects participating in the City's Urban Core Specific Plan. Page 8 Table 6 — 230 Church Avenue Project Demand on Weekends Source: Chen Ryan Associates, April 2017. Note: 'Lot 2 Availability assumes excess parking demand from the proposed 201 Third Street project (See Table 4) During weekends, the proposed project and displaced parking from Lot B would fully utilize the available capacity in Lot 10 throughout the entire day. The additional parking demand, not accommodated by Lot 10, would utilize the excess capacity in Lot 2. As shown in the table, Lot 2 currently has the parking capacity available to accommodate the Proposed Project as well as the displaced parking demand from Lot B. With the implementation of the Proposed Projects, Lot 2 should maintain an excess capacity of at least 16 parking spaces, even during peak times on the weekends (8:00 PM). Therefore, the Third Avenue Village area has the available parking capacity, during weekends, to accommodate the excess parking demand of both projects participating in the City's Urban Core Specific Plan. Based on the observed parking occupancy counts and the anticipated parking demand of both projects, the public parking located within the Third Avenue Village would be able to accommodate the off-site parking demand for both of the proposed projects, as described below: 201 Third Avenue — The off-site parking demand from the 201 Third Avenue project could be accommodated with the excess parking capacity in Parking Lots 1 and 2. As shown in Tables 3 and 4, Page 9 Lots 1 and 2 were observed to have sufficient excess parking capacity to absorb the off-site project parking demand during all times of the day, and would still have a surplus of 22 parking spaces during peak times (weekdays between7:00 PM and 8:00 PM). 230 Church Street - The off-site parking demand from the 230 Church Street project could be accommodated with the excess parking capacity in Parking Lots 10 and 2. As shown in Tables 5 and 6, Lots 10 and 2 were observed to have sufficient excess parking capacity to absorb the off-site project parking demand for both proposed projects, during all times of the day, and would still have a surplus of six parking spaces.during peak times (weekdays between7:00 PM and 8:00 PM). The proposed projects are only projected to utilize the excess capacity from three of the public parking lots within the Downtown Parking District (Lots 1, 2 and 10). Parking Lot 3 (115 spaces) will also be available to project resider)ts; however, based on the projects' parking demand calculations, the excess capacity in Lot 3 will.typically not be needed. The Downtown Parking District -has seven -total parking lots, which provide 951 total off-street parking spaces to the public. As shown in Tables 3-6, the proposed projects are only projected to use a maximum of 42 of the 951 total off-site spaces at any given time (4%). Additionally, there are currently over 500 public on -street parking spaces within the district, not included in this study, that serve the commercial uses within the third street corridor in addition to the off-street lots. Therefore, the projects' parking demands would not create a parking deficit within the projects sites, or within their surrounding area. Page 10