HomeMy WebLinkAboutItem 3 - Parking Analysis CARLSBAD
FRESNO SA.
IRVINE
LOS ANGELES
PALM SPRINGS
POINT RICHMOND
November 7, 2018 RIVERSIDE
ROSEVILLE
SAN LUIS OBISPO
David Brown
Wentworth Property Company
802 North 3rd Avenue
Phoenix, AZ 85003
Subject: Self-Storage Parking Analysis, Chula Vista, California
Dear Mr. Brown:
LSA is pleased to submit this parking analysis for the proposed Self-Storage (self-storage/mini-
warehouse) project at 1008 Industrial Boulevard, Chula Vista, California.The land use surrounding
the project site is primarily vacant and lies between Interstate 5 to the west and a railway to the
east.There are vacant lots both north and south of the project site.The proposed project site is a
vacant parking lot;the project would construct a 142,121-square-foot (sf),three-level storage
facility and 1,488 sf office use.The project would have 1,040 rentable units. According to the latest
site plan, 25 parking spaces would be provided with the construction of the project. Attachment A
provides the site plan.
The purpose of this study is to determine whether the proposed parking supply of 25 spaces would
accommodate the expected peak parking demand for the proposed development.The City of Chula
Vista (City) does not have a standard parking rate specific to self-storage or mini-warehouse.The
City does include a parking rate for warehouse use (1 parking space per 1,000 sf of gross floor area).
According to the City's Municipal Code (Section 19.62.050), "in the case of any building, structure or
premises,the use of which is not specifically mentioned herein, or in the opinion of the approving
authority is not similar to any use found herein,the approving authority may apply a ratio based on
a similar existing use not found herein."
LSA has prepared this detailed parking study to meet the conditions of the Municipal Code.To
determine the parking demand of 142,212 sf of a three-level storage facility and 1,488 sf of office
use, LSA has analyzed parking requirements from the City of Chula Vista Municipal Code;the County
of San Diego Municipal Code;the ITE Parking Generation Manual, 4th Edition,and a Crain &
Associates parking study to further justify the amount of parking spaces recommended for the
proposed project.
PARKING ANALYSIS
City ista Parking Requirements
LSA identified the parking requirements stated by the City's Municipal Code (Section 19.62.050).
Currently,there is not a specific parking rate for self-storage use; however,there is a parking rate
for warehouse use.As shown in Table A,the parking rate for warehouse use is 1 parking space per
1,000 sf. Application of this parking rate to the proposed 142,121 sf of self-storage use would
require 143 parking spaces. Additionally,the City requires 1 space for every 300 sf for office uses.
20 Executive Park,Suite 200,Irvine,California 92614 949.553.0666 www.Isa.net
LSA
Table A: City of Carlsbad
Project Parking Requirement
Land Use Parking Rate Size Unit Required Parking
Spaces
Self-Storage/Mini-Warehouse 1 space per 1,000 sf 142.121 TSF 143
Business and Professional Office Use 1 space per 300 sf 1.488 TSF 5
Total 148
sf=square feet
TSF=thousand square feet
This would require an additional 5 parking spaces. It should be noted that specific office uses stated
in the Municipal Code are shown as Businesses and Professional Office uses. With this application of
the City of Chula Vista Municipal Code,the proposed project is required to have a total of 148
parking spaces.
National Parking a s
LSA reviewed the ITE (Institute of Transportation Engineers) Parking Generation Manual 4th Edition
that includes parking requirements for the specific use of Mini-Warehouse.The manual presents
rates based on seven studies prepared nationwide during the hours of 10:00 a.m.to 12:00 p.m. and
4:00 p.m.to 5:00 p.m.Through this research, shown in Table B,the ITE manual recommends 0.14
parking spaces per 1,000 sf during the weekday. With the addition of office space,the manual's
rates were based on 14 studies prepared nationwide during the hours of 9:00 a.m.to 5:00 p.m.
Through these studies,the ITE manual recommends 2.84 vehicle parking spaces per 1,000 sf.
Application of these parking recommendations to the proposed 142,121 sf of self-storage use and
1,488 sf of office use would require 20 parking spaces for the self-storage use and 5 spaces for the
office use,totaling 25 parking spaces for the proposed project.
Table B: ITE Parking Generation Summary
Project Parking Requirement
Land Use Parking Rate Size Unit Required Parking
Spaces
Self-Storage/Mini-Warehouse 0.14 space per 1,000 sf 142.212 TSF 20
Office Building 2.84 spaces per 1,000 sf 1.488 TSF 5
Total 25
Source:Institute of Transportation(ITE)Parking Generation Manual,4th Edition(2010)
sf=square feet
TSF=thousand square feet
11/7/18 aP:\WWP1802\Parking Letter.docx» 2
LSA
Surveyed Self-Storage a I Rates
LSA referenced the parking data provided in The Trip Generation and Parking Study for Public
Storage Facilities in Los Angeles Areal (Attachment B),which is an analysis of five different Public
Storage facilities.This study was based on data collected through multiday parking lot and driveway
surveys. According to this study, the average parking rate per available unit is 0.01 space per unit.
Applying this rate to the proposed Self-Storage project (1,040 units) would require 11 parking
spaces.
CONCLUSION
Based on the application of parking rates from the County of San Diego requirements,the ITE
Parking Generation Manual, and the Crain &Associates research,the proposed 25 parking space
supply is within the range of demand expected for the proposed uses and would be sufficient to
accommodate the peak parking demand of the 142,121 sf of self-storage use and 1,488 sf of office
use.
I trust that this information will be useful in your planning efforts. If you have any questions, please
contact me at (949) 553-0666.
Sincerely,
LSA Associates, Inc.
Ken Wilhelm
Principal
Attachments: A—Conceptual Site Plan
B—Crain &Associates, The Trip Generation and Parking Study for Public Storage
Facilities in Los Angeles Area
cc: David M. Brown, Wentworth Property Company
1 Crain&Associates. 1987. Trip Generation and Parking Study for Public Storage Facilities in Los Angeles
Area.September.
11/7/18 aP:\WWP1802\Parking Letter.docx» 3
PARKING,ANALYSIS SELF-STORAGE PROJECT
NOVEMBER 2018 CHULA VISTA,CALIFORNIA LSA
ATTACH ME NT A
CONCEPTUAL SITE PLAN
P:\WWP1802\Parking Letter.docx«11/07/18»
Lli
LiAl
U)
uuu
Iom
i 66
t.
I/ice g c Jd
TTH 7-
I I I'16�I
----- ------------- 77
>
Lu
5j
V)
>
------------------------------------------------------e�----------
T
- -- - - -
-------------I
------- ------ -----I-- ---------------- ----
6
MOSS STREET
--------------------
--------------------
---- -------—
--- --------- --- ----------------- 0
co
V)
00
fff
61
PARKING,ANALYSIS SELF-STORAGE PROJECT
NOVEMBER 2018 CHULA VISTA,CALIFORNIA LSA
ATTACHMENT B
THE TRIP GENERATION AND PARKING STUDY FOR
PUBLIC STORAGE FACILITIES IN LOS ANGELES AREA
P:\WWP1802\Parking Letter.docx«11/07/18»
TRIP GENERATION AND PARKING STUDY
FOR PUBLIC STORAGE FACILITIES
IN LOS ANGELES AREA
Prepared for:
PUBLIC STORAGE, INC.
Prepared by:
Crain & Associates
2007 Sawteile Boulevard, Suite 4
Los Angeles, California 90025
(213) 473-6508
September 1987
INTRODUCTION
Public Storage, Inc. (PSI), a developer of self-storage, mini-warehouse facilities
throughout the country, retained Crain & Associates to conduct a study of its
facilities in the Los Angeles area to determine their trip-generating characteristics.
In addition, PSI requested that a parking analysis be performed for these facilities in
conjunction with the trip generation study. Results of both analyses would be
compared to current standards and requirements to determine whether those
standards and requirements may be appropriate for these type of facilities.
The following report describes the subject facilities, methodology, analysis, findings
and conclusions of the study. An Appendix also is included, which summarizes the
data collected.
1
DESCRIPTION OF FACILITIES
PSI is the largest developer and manager of self-storage facilities in the United
States. Generally, a PSI facility consists of one to seven buildings, single-story and/or
multi-story, containing an aggregate of between 300 and 1,000 storage spaces or
units. The facilities are leased for storage purposes only. Other uses such as retail,
repair and fabrication, are prohibited in the lease agreement. Storage space is
leased by both individuals and businesses.
A facility site is approximately two to five acres, located in or near large population
centers and close to concentrations of apartment complexes, single-family
residences and commercial developments. The sites usually can be seen and/or
accessed from a freeway or major thoroughfare.
Each facility has a security manager's quarters in one of the buildings near the site
entrance. The manager's quarters includes a small office for transacting business
with present and prospective tenants. The area containing the storage units is a
secured area. Access into and out of this area is enabled by electrically operated
gates opened by a push-button, coded-control mechanism, with each tenant having
his or its own special access code number.
Parking is provided on-site near the manager's quarters and the storage buildings.
However, parking for the storage buildings may not actually be striped since the
layout of the buildings and the tenant's need to have close-by parking may preclude
an effective striped parking arrangement. Instead, large unmarked areas are
available near and between the buildings, which allow convenient parking access to
most storage units.
2
There are approximately 70 PSI sites in the Los Angeles area at the present time,
ranging between 20,000 and 140,000 square feet of available building area. The
majority are in the 40,000 to 80,000 square-foot category, with the average size
between 62,000 and 63,000 square feet. Overall, about 85 percent of these facilities
in this area are occupied.
3
METHODOLOGY AND ANALYSIS
Initially, it was decided to try to utilize the computerized access tapes generated by
the PSI facilities. As described earlier, each PSI facility is equipped with a push-
button, coded-control security device. This device is linked to a monitor-computer,
which registers the identity of any tenant at any given time. Through this means,
the identity and total count of tenant vehicles can be obtained for any period. This
information is continually provided on a printed tape each day.
By matching the entering and leaving code numbers, along with the corresponding
times, peak-hour as well as 24-hour trip generation rates could be computed
relatively easily. Similarly,the elapsed time between inbound and outbound code
numbers would yield the length of stay of each vehicle, which would infer parking
duration and, consequently, parking accumulation, the total number of vehicles
parking in a given area at a given time. The peak parking accumulation would be
the measure of most critical parking need, from which parking rates could be
calculated.
Thus, it appeared that both trip generation and parking information could be
readily derived from the register tapes. Further, since each PSI facility could furnish
these tapes, a large sample size covering an extended period of time could be
examined, allowing for more confidence and less statistical error in the final results.
Since data analysis of the nearly 70 facilities in the area was not feasible, PSI was
requested to furnish printed tapes for ten of its more active facilities in the area,
covering the same two-week period, including weekends. Unfortunately, upon
close examination of the tapes, it was found that the information recorded was
4
unreliable and inaccurate and could not be rectified by selecting other sites and/or
time periods.
The major flaw was that many vehicles were registered as entering a facility but
never leaving or vice-versa. Thus, at the end of the day the inbound and outbound
flows were not balanced, with many vehicles unmatched. Based on conversations
with the managers of these faciliites, there should be an equal number of entering
and departing vehicles each day, except in unusual circumstances.
It was obvious from random field checks that the reason for the large discrepancies
on the coded tapes was due to tailgating; that is, one vehicle immediately following
another vehicle into or out of the facility after the lead driver had opened the
security gate. Since the gates have some delay before they close, it is possible for
other vehicles to go through without code-accessing. This could occur 10 to 25
percent of the time, especially during periods of peak usage when more vehicles
access the system. In addition, it was noted that the coded security system applied
only to those entering and leaving the secured storage area. Visitors and others
parking near the manager's quarters had unrestricted access and were not
monitored by the computer. Therefore, even if the printouts were reliable, they
would not fully account for the total peak-hour or daily trip generation of the
facility.
It was concluded that the only way to obtain complete and accurate information for
all vehicles accessing a facility would be by continuous human observation. Since
such field surveys can be very expensive and time-consuming, it was decided to
conduct surveys at five of the previously selected ten sites in the Los Angeles area.
The five selected sites were as follows:
5
Size of Facility.
Available Available
Name of Facilit Address Units Square Feet
Glendale/San Fernando 4820 San Fernando Road, 929 88,710
Glendale
La Cienega 3401 South La Cienega 1,224 98,230
Boulevard, Los Angeles
Long Beach/Cherry 4140 Cherry Avenue, 706 70,500
Long Beach
Los Angeles/Beverly 3636 Beverly Boulevard, 1,171 81,426
Los Angeles
Wilmington 501 East Pacific Coast 1,119 133,859
Highway,Wilmington
Each site was surveyed on two weekdays,Tuesday and Thursday, and a Saturday
during the month of July, 1987. Field personnel recorded every vehicle using all
facility driveways, inbound and outbound, from 7:00 AM to 7:30 PM each day.
(These observations were 30 minutes longer than the 7:00 AM to 7:00 PM period
that these facilities were open.) Determinations were made as to whether those
accessing the sites were tenants, visitors or other type of trip-makers (such as lost
drivers, "U"-turners, illegal parkers, etc.). Lastly, times were recorded for each
entering and departing vehicle.
As mentioned previously,these five facilities were considered by PSI to be among
its more highly used facilities. At the time of the field surveys,these facilities had an
average occupancy of 95 percent. It could be anticipated, therefore,that the
surveys probably would result in trip generation and parking rates higher than
might be expected were a much broader spectrum of facilities examined.
6
It also should be noted that during the month of July, PSI was advertising a bargain
rate to attract new tenants. Large banners were placed outside these facilities,
advertising a $1 rental fee for the first month of tenancy. The increase in traffic due
to the campaign could be expected to further skew the trip generation and parking
demand at these sites toward higher than normal results. For these reasons, it could
be said that the study includes somewhat "worst case" type conditions.
Since field observations were not made during the 7:30 PM to 7:00 AM period when
the facilities were closed, it cannot be said that the collected data absolutely
account for all traffic that might have accessed the facilities in a 24-hour period. Itis
possible that during the late evening or early morning hours, the manager, his
family and/or visitors, may have generated a few trips. However, these potential
after-hours trips would be a very small amount. They would have only a negligible
effect on the overall trip generation and none on the critical peak-hour generations
since all trips were recorded during the regular time period. For practical purposes,
it would be reasonable to assume that the total trip generation observed during the
7:00 AM to 7:30 PM period represents the 24-hour trip generation.
Upon completion of the field surveys, the collected data were reviewed and
analyzed manually for each day and site. In most cases, complete and balanced
inbound and outbound vehicle movements were found. Where discrepancies
occurred,the differences were extremely slight, amounting to only one vehicle
more or less than the opposing movement. (In those instances, one additional
vehicle was added later to the daily tally to achieve an exact balance.)
For peak-hour trip generation,the data were analyzed for the highest number of
vehicle trips recorded for a 60-minute period during the peak-hour periods of 7:00
to 10:00 AM and 3:00 to 6:00 PM. In addition, an analysis was made of the peak trip
7
generation, the highest 60-minute vehicle measurement at each facility, regardless
of the time of day. These numbers, as well as the total daily trip generation of the
facility, were then related to the available storage area of the facility. As an
additional step, the trip generations also were related to the occupancy of each
facility. These calculations yielded trip generation rates according to available and
occupied units, and available and occupied square feet. These rates were further
analyzed in order to determine average trip generation values for both a weekday
and a Saturday. As a final procedure, these rates were compared to the trip
generation rates given for a "Mini-Warehouse" use in the nationally recognized
Institute of Transportation Engineers Trip Generation Manual(Third Edition, 1982).
All of the relevant information regarding the aggregated field data, trip generation
analysis and comparison of trip generation rates has been assembled in Tables 1
through 5 in the Appendix_
Using the same information gathered for the trip generation study, a manual
analysis was performed to determine the parking needs of these facilities. The
analysis focused only on the expected parking usage associated with the storage
facilities themselves, that is,the secured areas where the vast majority of the
parking demand occurs as tenants access their units. No analysis was made of the
parking situation in the nonsecured areas of the facilities. Since the survey was
oriented toward evaluating the amount of parking needed within the secured area,
no records were made of the actual parking maneuvers around the storage
buildings.
By performing a parking accumulation analysis, a profile of the total number of
vehicles assumed to have been parked inside at the end of each hourly period was
obtained for each day and site. A peak parking accumulation analysis also was
8
made to determine the maximum number of vehicles parked at any one time, no
matter how brief the period. The hourly and peak parking accumulation results are
depicted graphically in Figures 1 through 5 of the Appendix.
It is evident from those figures that except at one site,the highest peak parking
accumulation occurred on Saturday. Therefore, to determine a parking rate that
should be adequate for even most periods of high parking demand, the Saturday
peak parking accumulation quantities at each facility were used. These quantities
were divided by the appropriate storage sizes, available and occupied, of each
facility, resulting in individual parking generation rates. These rates were then
combined to arrive at average parking rates, as shown in Table 6, Appendix.
For comparison purposes, several local governmental agencies in the Los Angeles
area were contacted regarding parking requirements for self-storage or mini-
warehouse uses. Only a few jurisdictions presently have parking requirements
specifically for such uses. Most agencies continue to rely on industrial or
manufacturing use parking requirements or variations thereof. Table 7, Appendix,
lists current parking requirements of some of these agencies.
Using the current code parking requirements of the appropriate jurisdictions for the
five study facilities, a comparison was made with the parking quantities calculated
according to the average parking rate determined above. An additional
comparison was made with the highest peak parking accumulation found for each
facility. These comparisons are shown in Table 8 of the Appendix.
9
FINDINGS AND CONCLUSIONS
Findings
Although the sample size for the trip generation and parking study was rather
small, each of the five study facilities was surveyed extensively. From the
information collected in the study, the following findings about Public Storage (PSI)
facilities in the Los Angeles area are indicated:
Trip Generation
o PSI facilities area relatively low trip-generating use.
o The PM peak-hour trip generation is greater than the AM peak-hour
generation_
o The peak trip generation usually occurs between noon and closing time,
and frequently does not coincide with the PM peak-hour generation. The
peak trip generation is approximately 15 percent of the 24-hour
generation.
o The Saturday 24-hour trip generation is approximately 35 to 40 percent
higher than the weekday generation, although the Saturday AM peak-
hour generation is only slightly higher than the weekday AM peak-hour
generation.
o Approximately 75 percent of the trip generation is due to tenant use trips;
the remainder is attributable to visitor and other type of trips.
10
o The trip rates determined in this study for weekday AM and PM peak hours
and peak generation are very similar to the Institute of Transportation
Engineers (ITE) rates for a mini-warehouse use. The rates also are quite
similar for Saturday peak generation. However, the study's 24-hour rates
are about 25 percent less for a weekday and about 15 percent more for
Saturday.
o The basis of trip generation, either "per (storage) unit" or "per 1,000 gross
square feet," generally yield similar results, with the per unit basis being
slightly more accurate.
Parking Demand
o Peak parking accumulation in the storage facility area (i.e., tenant parking)
does not necessarily coincide with the peak trip generation of the facility.
o Peak parking accumulation in the storage facility area usually occurs on
Saturday and usually after 12 PM.
o The average duration of parking in the storage facility area is
approximately 30 to 35 minutes per vehicle.
o Unless variances are granted, the code parking requirements of most local
jurisdictions for self-storage/mini-warehouse facilities generally are
excessive by at least 100 percent.
Conclusions
Based on the findings indicated above, it can be concluded that PSI facilities and
similar self-storage facilities are relatively low trip generators during both the peak
11
and 24-hour periods. The results of this study tend to validate the ITE weekday and
Saturday trip generations rates for the most critical AM and PM peak-hour and peak
generation periods. For weekday and Saturday 24-hour trip generation,there is less
similarity between the study rates and the ITE rates. Nevertheless, intuitively as well
as based on study observations, it does appear that the ITE Saturday 24-hour trip
generation rate should be higher, at least equal to its weekday rate.
It also can be concluded that most typical code parking requirements for industrial
and manufacturing uses and which are commonly used by many jurisdictions, are
inappropriate for self-storage type facilities. Such parking requirements are much
greater than necessary for even the normal peak parking demands of these
facilities.
12
APPENDIX
1D q N 00 m 10 O q N O O 10 N 1D
a+ r r r N qI N N O O m f, N N Ln
O N N N N fV r N fV r �-- N N M
� F-
7
O 00 1" r� r M O N r In In M r 00
_ O r 0 r N r ko O O 1- 10 00
O r r r r N r r r
N
00 1� f- r d M O N r In 1n M r 00
O r 0 r N r to O O 1- l0 CO
r r r r r N r r r r r
o a a d aaa d a a a a a
d d
U. a`, ova' v mm omo 00 � 01nr
N O O M �
M In r r r r r t► V1 N N
_pE 0 Ln 0 Ln CD oMo 00 - mv �
rjN N vN mvr yr r
� 0 01f� 10 f, 101n m001 vOv1 to Ln r4
MNM NM10 fn r4 NNN MMMT
0 m 00 v 01 q 1D t0 01 q 1A r 01 O 01 N
= OI N r M r r r r N r N
Y
N
dml rMr, fn001 0110V err �p1G0
r r N N r r r r r M
m 't 00 N Co Ln N O N N N w
CG O NNN N rut .-- NN NNN NNM
_ 'W C H
Z
a+
c
Y ` dm � N Lnrnko IM Ln rcn OMN
i... W d V r r N r r r r N
d
W J d v M co D� C 01 01 10 M m r 0 N 01 Iq
N r r r r r r
V
W Q
a- LL q�i
1a m N O 1n 00 00 m r, LO -- r M 00
W W O C Mr N N N N r N r N
J rc W = Old V
m Q C
W '�. n 00 Q r O M .M- V1 M 01 u1 m
G y0, r r
O _
>- N a n 0001 r r*4 Ln r r LnLA00 MNr, r%i00 Ln
V
Q J
C� m
W 10d N 10 0]W
-0-0 -O�
Nto m
7 W 7 r
N
O F- HN F- H %A F- HN HF- N 1- F- V1
God
,4Z Ln 4q 00
0 C3 CD
W u �O � r 0 M �.4 O O
O 00 1p 00 G O m O O1 N
y 0 �: 00 CA Cm � m X001'
O 1� N 1
101 v V L v
4A= m 00 p r
10 00 01 00 M
a r
W
7 01 ge 14� M 10
u NrN Gm M1p � M M10
2. O 006 r01. 001 �O1 rO N
=C W Nv � =0 �Q: �v X01
01 ..
Ol N
tor
a
°1O
Ch \
L c
p u
♦. 01 O N y r
1A N C W O1 Ol
Go W m C _ C_
LLE
a a,
'u, N C V c 0! N >
d 1i V1 J J V J m
A-1
0 M 14 Ln kD rrn co o O m Ln ) co 0 co 0 rn rn
N N N N N N N N N M M 7 N N N N
O O O O O O O O O O O O O O O O O O
}
M M N N M M mtD M M tt Ict q:t 'I�r
O O O O O O O O O O O O O O O O O
O O O O O O O O O O O O O O O O O O
i C
O O ++ �.
00 ml M M N N N N r r M M N N N N N N
�0
0 0 0 0 0 0 06 0 0 0 0 0 0 0 0 0
'— M0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
++ �= l0C U-
C 0) — .�
IL 0 V— 0 �— N N � N N N M � N N N N
O O O O O O O O O O O O O O O O O O
mI O O O O O O O O O O O O O O O O O O
W
H N CL
C
ct: ; u
z Q o M M M M N M N N N r Ln M M M M
'' O O 00 O O O O O O O O O O O O O O
QCL ; 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
LLJJ W =
hN N N N N r N M N N N N N N
W J 0_ Yml 00 00 00 00 00 00 00 00 00
�' `° 00 0 0 00 0 0 00 00 00 00 00
Q v oC a `.
a
LL c �.
W , CIO Oso 00 00 00 00 00 00 00 00
en Liu D a cv = 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
t a
w
`7
G1" N N NN C N N N N N N
J L mI 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
O ? 4-0
7 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0
Y 00, O O O O N N
(a -- 00 00 00 00 00 00 00 00 00
4w 0 O O O O O O O O O O O O O O O O O O
CL
QI r r �-- r r- r N N
m O O O O O O O O O O O O O O O O O O
tTi O O O O O O O O O O O O O O O O O O
Y m M �
N M -p r0 -� r0
N 4J -� LA IA �
Q
0 H H to to F- F- to
cn N O
3- C L
a0.+ � N
N Ni C
u ate'' -p m i
C � �
•v O C V C
L
d LL V� LA J O V
A-2
L
C N N r r Ln Ln Q fV O V- N Iq
G r- � � N N N N M M
v' F— 00 00 00 00 00 00
N
NN N C",
N N M M M M L!1 111
+, 00 00 00 00 00 00
0 0 0 0 0 0 0 0 0 0 0 0 0
L C
N N N N N N
O arm -- 00 00 00 00 00 00
_ •v O O O O O O O O O O O O O
Y
++ = N C
> > 0. 0 r M M
00 00 00 Oo 00 00
� � ml 00 00 00 00 00 o0
W
cl: •> v
y O _ _ _ _
Q t N N N N N N N N N N M m
O
OO O O O O O O O O O O
Q as � 0 00 00 0o Oo o0 00
LL W =
r- r- r- r- r r r N N
Z Y m O O O O O O O O O O O O
N LLI V N � O O O O O O O O O O O O O
da
Q C
LL
O H LU 0 L ++ CLco
0000 00 00 00 00
W Q I o0 00 0o Oo 00 00
V CC
u J � N
.L LA
. . .-. .-.
J VCLO O N N r a-- M m
C 0
CD CD 00 0o CD CD 00 00
.� .� �. .�
Y � � 00 00 � .- 00
cr. -- 00 0o CD CD 00 00 00
Q Vol 00 00 00 00 00 00
QI 00 00 •- � NN
m O o o 0 0 0 Cl 0 0 0 0 0
an o 0 0 0 0 0 0 0 0 0 0 0
m4A tA
(� N
4A L
, F- F- Ln F- F- Ln
N
p1 �
`L° v
� o
vi
�• c — c
Q >
Lo o a
d LL J m
A-3
L
O 'T Ln O tD ,;t 01 O -;t O Q1 .-
= O C1 Ln 10 /- q* Ln N Ln Ln 00 M 00 P., 00 00 00 00 01
N N N N N N N N N N r- N N N N
N
D ON N 1� o n tcm t D M m
4J eF Ct M M Ct N M M '� 10 'n N N d
i! 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
L
7 7 O .�
7 M O a:+ _ m NIOI� NN 10 X 10 00 Il- O MM OO
N _ .v M M N N M N N N N
m01 00 00 00 00 00 00 00 00 00
CD
CD O c0 C
r 0. Vr O N M it 111 01 O M M 01 M M M M M 01 01
r m r7 17 7 � N r7 r N N N M T7 -7 N N T7
-I O O O O O O O O O O O O O O O O O O
W
~ � 3
•> 6/
Z QO nOO f� 0O 10 I- ":;r r- 00O M01 'D 1.0 Ln 10 •-
O N N N N N N N N N N Ln Ln N N M M M M
Q da 0 00 00 00 00 00 00 00 00 00
N O
W_
W
Ln in 10 10 d � Ln � 01 O 1� O M M N 1D l0
Z ~ Y m � Q N M a- � N N
tD LU J SOI 00 00 00 00 00 00 00 00 00
a
.�
i9 =O N N r N N M 01 O 01 O lO O1 M M Ln Ln
L1J �. ui d m - �- O a- O N N r r � w7 7
C Q N =I O O O O O O O O O O O O O O O O O O
ui L
et G
_ J p a:
V V a.J 10 1D 00 01 Ln Ln N Ln O M Ln 00 O O 00 Ol
a J c L �
V 0 O O O O O O O O O O O O O O O O O O
O
U-
v u v
o Y 0 O 01 C1 Ln n r- N 00 Q O 01 O n r-
>-
M mOO OO OO OO ' O0
Q OI O O O O O O O O O O O CD O 0 O 0 O CD
00 00 01 O O O rn N "ct Ln � n n - N
a m O O O O O N Ni-
N O O O O O O O O O O O O O O O O O O
Ol 7 OJ 7 OJ 7
L (0 7 t m t m
0 F- F- N H H Ln I— I— In
� O
a1
i C N -C
a0-� N O u
C OJ
{� OJ
� 0_r IMC �
L
w C V au
d pi l7 VI � 0 V
A-4
v n 0
r� r� w � 0 � %D 00 0a�o Orn
� Q1 0) m Ln r- r- r, 0 w Q1 Q1 M
I.�L W �, N N N N M M N M N N M �
4. a J 0 O O O O O O O O O O O O
L
m 7 O 4. �►
.w O w� _ m M M 1� 111 r, %D 1l- 00
L�% , m •V -- r r r r- r r r
0 0 Y 01 O O O O O O O O O O O O O
O LL
O a Qp
CSI _ _
d LD lD � � � N M N M N 111
4 J 7 =I O O O O O O O O O O O O
W
v
Q I- O C11 O L!1 111 1� 1� �D 00 �D 00 n O
N M N N N N r- V-- N M
Qd 0 O O O O O O O O O O O O
pG W O
_ W = M r- r u1 L!1 11, CO Cf1 r- W CO
Zi Y m 7 r- r- 17 O O O r7W J r-
N l7 V SOI 00 00 00 00 00 00
CL d
RC LD [1 N N d1 O 1� f- r- N
C N W aO-� d m T7 7 r- 7 r- r- O r- 0 0o W Q O O O CD O O O O O O O6
M ~ CC
W g o
C
m
Fa— J U Q' L71 Q1 W LD lD 1, O M
r-
Q -•1 ` -W O O O O T- r- r- r- N N
u � o0 00 00 00 00 00 0 0
O _ _ _
,[ Ln 111 � � Lel L/1 1� I� �' O r°
/0'm 00 00 00 00 00 r-
Q SOI o0 00 0o OO o0 00
Qml 00 00 00 0T- o0
N O O O O O O O O O O O O
Je
4bm _0 M
01' H t iv�1
a
p1 �
i C
O
4.0 O1
pl
%
V
..V A > c
M O aJ
a L� J m
A-5
TABLE 4
AVERAGE TRIP GENERATION RATES
PUBLIC STORAGE FACILITIES
Per Per Per Available Per Occupied
Available Occupied 1,000 Square 1,000 Square
Unit Unit Feet Feet
Weekda
AM Peak Hour (7-10 AM)
Inbound 0.01 0.01 0.09 0.10
Outbound 0.01 0.01 0.08 0.08
Total 0.02 0.02 0.17 0.18
PM Peak Hour (3-6- PM)
Inbound 0.01 0.01 0.11 0.12
Outbound 0.01 0.01 0.13 0.14
Total 0.02 0.02 0.24 0.26
Peak Hour Generation
Inbound 0.01 0.01 0.15 0.16
Outbound 0.02 0.02 0.16 0.17
Total 0.03 0.03 0.31 0.33
24-Hour Total 0.20 0.20 2.12 2.23
Saturday
AM Peak Hour (7-10 AM)
Inbound 0.01 0.01 0.11 0.12
Outbound 0.01 0.01 0.08 0.08
Total 0.02 0.02 0.19 0.20
PM Peak Hour(3-6- PM)
Inbound 0.01 0.01 0.15 0.16
Outbound 0.02 0.02 0.18 0.19
Total 0.03 0.03 0.33 0.35
Peak Hour Generation
Inbound 0.02 0.02 0.21 0.22
Outbound 0.02 0.02 0.23 0.24
Total 0.04 0.04 0.44 0.46
24-Hour Total 0.27 0.28 2.88 3.06
A-6
TABLE 5
COMPARISON OF TRIP GENERATION RATES
Average Trip Generation Rate
ITE Manual,
"Mini-Warehouse.-
Land Use Code 151 Public Stora a Facilities
Per 1,000 Per Available Per 1,000
Per Gross Per 1,000 Gross
Unit S uare Feet Unit Square Feet Square Feet*
Weekdav
AM Peak Hour (Total) 0.02 0.17 0.02 0.17 0.18
PM Peak Hour (Total) 0.03 0.29 0.02 0.24 0.25
Peak Hour Generation 0.03 0.32 0.03 0.31 0.33
(Total)
24- Hour (Total) 0.28 2.80 0.20 2.10 2.20
Saturdav
Peak Hour Generation 0.04 0.40 0.04 0.44 0.46
(Total)
24- Hour (Total) 0.25 2.50 0.27 2.90 3.10
* The "Per 1,000 Gross Square Feet" rates for Public Storage facilities are adjusted rates,
assuming that the available square footages are approximately 95 percent of the gross
square footages.
Note: The Institute of Transportation Engineers (ITE) Trip Generation Manual does not
provide information regarding inbound and outbound peak-hour rates for the
mini-warehouse use.
A-7
x
H
CJ
U 12-- _ -
M a
U) 4-
7 8 9 10 1.1 Noon 1 2 3 4 5 6 7 8
TUESDAY - TIME OF DAY
20
OZ
O
E' 16
u
V u 12
U 0 _
y
H '� 8
a _ _._w� • _ _._.
rn ,
4
a
7 8 9 10 11 Noon 1 2 3 4 5 6 7 8
THURSDAY - TIME OF DAY
7.
20
O
H
E' 16
U 12 -
U o
W
N 4
a
7 8 9 10 11 Noon 1 2 3 4 5 6 7 8
SATURDAY - TIME OF DAY
Q DENOTES PEAR ACCUMULATION
FIGURE 1 FCRAIN & ASSOCIATES
HOURLY PARKING ACCUMULATION laen°ges."'t<f naeVs o25
(213i473-6b08
GLENDALE/SAN FERNADO FACILITY Transportation Planning•Traffic Englneedng
A-8
I
x
20-
0
0 0
M A
a
12
u
x
8-
4-
y
i
a
7 8 9 10 11 Noon 1 2 3 4 5 6
7 8
TUESDAY - TIME OF DAY
20
x
X16
u
a
s _
~ a
N
i
7 8 9 10 11 Noon 1 2 3 4 5 6 7 8
THURSDAY - TIME OF DAY
20-
E-4
0 E4 W 16 _._.
U 12
80
Cq
N 4
a
7 8 9 10 11 Noon 1 2 3 4 5 6 7 8
SATURDAY - TIME OF DAY
Q DENOTES PEAR ACCUMULATION
FIGURE 2 CRAIN & ASSOCIATES
HOURLY PARKING ACCUMULATION 3007 sawtelle B°"'e"a�a
Los Angeles. California 90036
(313)473-6508
LA CIENEGA FACILITY Traneportatlon Planning•Trafnc Engineering
A-9
20 ........
E —_
16
m
y 4 - w
a
8 10 11 Noon 1 2 3 4 5 6 7 8
TUESDAY - TIME OF DAY
20
p
Ei16
A
12
U
V1 i ,
__ -^��_ _..__.� _. ...
a � j
y
a
7 8 9 10 11 Noon 1 2 3 4 5 6 7 8
THURSDAY - TIME OF DAY
20--
201
0 p __ _. _..
QQ
H k] Z6
N
D
U
y Q
H w
y I
4
a
I
7 8 9 110 11 Noon 1 2 3 4 5
6 7 8
SATURDAY - TIME OF DAY
0 DENOTES PEAR ACCUMULATION
FIGURE 3 CRAIN & ASSOCIATES
HOURLY PARKING ACCUMULATION Los Angeles.Califoor la"90085
/� /�
(813)473-6508
LONG BEACH FACILITY Transportation Planning•Traffic Engineering
A-10
20
H q i
� 16
12 —
u
y
a
4 _
7 8 9 10 1.1 Noon 1 2 3 4 5 6 7 8
TUESDAY - TIME OF DAY
20---
04
0
z
0
u 12
U O
_ A
I�
i
7 8 9 10 11 Noon 1 2 3 4 5 6 7 8
THURSDAY - TIME OF DAY
- .
p _ .�....... _�w�_....I�� _.._.. ..m ._.�w... _.-....... ...,_�.,.. ..�W._.w.. �_._._.�._..,.�� ., ..,....�__._ .�....�.... .........m._� � .._�.. _._____. IIS
E' 16
UU 12��� �_ -
u o � d
U
C7 U 8
r'Z
� a
(n
4
7 8 9 10 11 Noon 1 2 3 4 5 6 7 8
SATURDAY - TIME OF DAY
DENOTES PEAR ACCUMULATION
FIGURE 4 CRAIN & ASSOCIATES
17 HOURLY PARKING ACCUMULATION Los Angees. Califoor iaev90025
(ala)473-6508
LOS ANG ELES/BEVERLY FACILITY STransportation Planning•Traffic Engineering
A-11
20-7—
U
0 �. _ ...
H A
V
a
7 8 9 10 11 Noon 1 2 3 4 5 6 7 8
TUESDAY - TIME OF DAY
20
x
F' 16
H I
uO n A
N . . ........
4-
04
j
7 8 9 10 11 Noone 1 2 3 4 5 6 7 8
THURSDAY - TIME OF DAY
20
O
H q
E' W 16
H
C� 12 .._.......
__..__
u Ory
H 04
1110
a
7 8 9 10 11 Noon 1 2 3 4 5 6 7 8
SATURDAY - TIME OF DAY
DENOTES PEAR ACCUMULATION
FIGURE 5 CRAIN & ASSOCIATES
HOURLY PARKING ACCUMULATION 200gSawteueHoalevard
Los Angeles. California 90025
(313)473-6508
WILMINGTON FACILITY Transportation Planning•Traffic Engineering
A-12
"O I
V' O O O O O
U-0
O
Ln r M Lf1
r N r r
O O O O O
N, I'
>
C
Y 7
i C1
d r N r r N
O O O O O
u O O O O O
r v
� O C
[p r- N
O O O O O O O
W Mi O O O O O
Q Q O N
� N
p O
Z IL 001
II 11
>w Cp M—
O N Gl
d VCL E
N LL LL
I.- LU O O > >
J Q IT Q
m ? 11 11 G O
Q I.- �, O C C Q Cl
0 00— > > rU. r
V V40
Mo �o 01.0, Oo
J W, �O Ln OM Q1.,,*- 00
O ? T Lo k6 Wo00(A crn orn00(n NO ra a _� 'a
ON
CL 0 Nv 0 Ln r0 UDv O Q O > O
o0 0o O
> � M oo M t\ co M a ai a`i a
M Q a a a
4A
co
o rno o Mo ID
N u RZTN CCO cnW WM CO
00 t0 �C1 m - m N Y
CO (M 4W -�M r-M OC t0
N N
ch N n O
r r-: rZ f31
•> i
a
a
t0 LA t aj C
0N o al m40 a�
N -0 LL 4J pl Q1
V ++ 4J tT i Q 4J E
A
cW N >
Ld U- --i
O v O m
A-13
TABLE 7
CURRENT PARKING REQUIREMENTS OF LOCAL AGENCIES IN LOS ANGELES AREA
FOR SELF-STORAGE/MINI-WAREHOUSE USES
Jurisdiction Parkin Rg uirement
City of EI Monte 0-3,000 GSF: 1 space/250 GSF
3,001-5,000 GSF: 1 space/500 GSF
5,001-10,000 GSF: 1 space/750 GSF
10,001-50,000 GSF: 1 space/1,000 GSF
50,001 + GSF: 1 space/1,250 GSF
(Typically, EI Moate has been granting variances of
of least 50% from these requirements for mini-
warehouse uses. The City is in the (process of
developing specific parking requirements for such
uses.)
City of Glendale 1 space/1,000 GSF
City of Long Beach 3 spaces + 1 space/100 units
(For manager's quarters, 2 spaces for residence + 4
spaces/1,000 GSF for office.)
City of Los Angeles 1 space/500 GSF for first 10,000 GSF; then 1 space
for each 5,000 GSF thereafter
County of Los Angeles 1 space/1,000 GSF
(Typically,the County has been granting "parking
permit" variances,from these requirements for
mini-warehouse uses. The County is in the process
of developing specific parking requirements for
such uses.
City of Pasadena 4 spaces/10,000 GSF
(For manager's quarters, 2 spaces for residence + 3
spaces/1,000 GSF for office.)
City of Santa Monica Unclear. The City is studying proposal requiring 1
space/4,000 GSF, and for manager's quarters, 2
spaces for residence + 4 spaces/1,000 GSF for
office.)
City of Torrance 1 space/1,500 GSF
(For manager's quarters, 1 space for residence + 4
spaces/1,000 GSF for office.)
City of Whittier 1 space/1,500 GSF
(For manager's quarters, 2 spaces for residence + 1
space/225 GSF for office.)
(Typically,Whittier has been granting variances
from these requirements for mini-warehouse uses.)
A-14
a
c1 + > a, +�
AA, N m n Ol
+ + + + + i
Ow.„
-O CL O-
�i CrLn
Q1
0 4J
E cn
CN ++ Li o E
Q �+ C N 0'X C
ar' W l7
orN EO � � O
Q1 i CD O Q1 r 111 co m W Q m
C r N r r N Q(p
Y C•O
a cr- O u
O
a
E
3 a
>,
N a1 + EO C
W v u I O r LA
r- m -O E
oo N w N N O t 4J 3
i' + + + + C u C
Z dN � � C_ O
40
C
o41
w
Otp C X
LY
m LL. 0 N w
C
Q M
F- z
v+ o
0 a rn to � o r0 1_
an O j +�
Q vY � o �
a � (LI
� a =v
0 — C1 c
'(a (C 3
> C O
m co
CD C ,2 O N t a)
w
C SII! � Oal p
a 3 m C1 N r- O » Cl ti-- L
C A N
.be
C
N
W v N w OO w m
aQ Em'} E °-
i3O �' 4-
�o
•3 0 � •� o
O N C- o- a,
N
4A Ln
-WN n H `
c a— Cc1 3
LL 3 3 >'C 41 i 41
L-Q1 N t to Gl 3 /0 t-C �C t
a CN N VO m^ dH +. d H
n
i
LL
N
r
C LN LL �U- ULL N � ON .- N m
t• CJ L/1 N LA G! C1C1
0 C O m 0 OBD O Ln
u -C y m O C CV oo vi
O 1� N C1Lr Q�t M GJ
WC vw co '^ n1 0
a l7°�° �� �� o� �� Z
A-15