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
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201 THrd Avenue: 29 Parking Spaces
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Third Avenue Village Pay king Study Figure 1
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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.
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Source: Chen Ryan Associates, March 2097,
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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.
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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.
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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.
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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.
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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.
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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,
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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.
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