HomeMy WebLinkAbout2007/11/13 Item 8
CITY COUNCIL
AGENDA STATEMENT
NOVEMBER 13, 2007, Item~
ITEM TITLE:
RESOLUTION OF THE CITY COUNCIL OF CHULA
VISTA (a) ACCEPTING THE DOWNTOWN PARKING
MANAGEMENT STUDY; (b) APPROVING THE
DOWNTOWN PARKING DISTRICT INTERIM ACTION
PLAN; AND (c) DIRECTING STAFF TO PREPARE A
DOWNTOWN PARKING MANAGEMENT PLAN
SUBMITTED BY:
REVIEWED BY:
ORDINANCE OF THE CITY COUNCIL OF CHULA VISTA
AMENDING CHULA VISTA MUNICIPAL CODE
CHAPTERS 10.56 MODFYING PARKING METER RATES
AND 10.62 MODIFYING THE OVERTIME PARKING FINE
RATE
REDEVELOPMENjJeMA l~~~
CITY MANAGER
ASSISTANT CITY NAGER ~r
4/5THS VOTE: YES ~ NO D
BACKGROUND
Chula Vista's only parking district was established in 1963 and now provides more than
1,700 public parking spaces through surface parking lots, on street metered spaces, and
one parking structure. Revenue and staffing for the District have fluctuated over the
years and the District's assets are in decline. Parking lots are in need of repairs, meters
are outdated, many are inoperative, and there is inadequate revenue to pay for these
capital improvements due to extremely low meter and parking fine rates. Although the
District has been in place nearly 45 years, the City has never raised meter rates, which are
some of the lowest in San Diego County.
To examine and assess the level and impact of these deficiencies, the City conducted a
comprehensive study of the downtown parking management and operations over the past
nine months. The study provides a foundation for the development of a Downtown
Parking Management Plan. The creation of a long-term Parking Management Plan will
better assist staff and the public in understanding the dynamics of parking as part of a
larger multi-modal transportation system and to address common parking misperceptions,
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including parking demands and the potential development of certain public parking lots.
This examination process involves three phases:
Phase I
Phase II
Phase III
Preparation of the Parking Management Study
Adoption and Implementation of the Interim Action Plan
Adoption of a Downtown Parking Management Plan
To launch Phase I, a Request for Proposals for the preparation of the Downtown Parking
Management Study (Study) was released in May 2006. A Parking Consultant Selection
Committee comprised of City staff and representatives of the Third Avenue Village
Association (T A V A) was established to set common goals and establish selection criteria.
The Committee jointly selected Rich and Associates (RICH), an experienced parking
study consultant, to prepare the Downtown Parking Management Study.
The four primary objectives of the Downtown Parking Management Study are to:
. Analyze the current and future parking needs and review the current parking
system policies and procedures;
. Formulate recommendations for addressing parking needs, including parking
management, shared use opportunities and transportation modality;
. Provide data necessary for developing a Parking Management Plan that efficiently
and effectively utilizes parking resources in a growing community where land
values are at a premium; and
. Provide education and information to the public about public parking, including
the cost of providing and maintaining parking.
The Study began in December 2006 with the first of a series of four community meetings,
fieldwork and data collection. The consultant also conducted stakeholder interviews,
employee questionnaires, and additional fieldwork that resulted in the RICH Downtown
Parking Management Study Final Report (Phase I).
The purpose of this staff report is to present RICH's Downtown Parking Management
Study Final Report and propose an Interim Action Plan (Phase II) for review and
consideration. The approval of certain actions within the Interim Action Plan, including
formation of a parking committee and appointing a Parking Administrator will further the
process of developing the final phase of this process, which is proposing the Downtown
Parking Management Plan.
ENVIRONMENTAL REVIEW
The Environmental Review Coordinator has reviewed the proposed activity, for
compliance with the California Environmental Quality Act (CEQA) and has determined
that the activity (acceptance of the Downtown Parking Management Study; approval of
the Downtown Parking District Interim Action Plan and direction to staff to prepare a
Downtown Parking Management Plan) is not a "Project" as defined under Section 15378
of the State CEQA Guidelines; therefore, pursuant to Section 15060 (c)(3) of the State
CEQA Guidelines the activity is not subject to CEQA. Although environmental review is
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not necessary for this activity, once the action to implement the Interim Action Plan have
been defined, environmental review may be required and a CEQA determination
completed prior to commencing any projects.
RECOMMENDATION
Staff recommends that the Chula Vista City Council approve a Resolution:
a. Accepting the Downtown Parking Management Study;
b. Approving the Downtown Parking District Interim Action Plan; and
c. Directing staff to prepare a Downtown Parking Management Plan.
Staff also recommends that the Chula Vista City Council approve an Ordinance
amending Chula Vista Municipal Code Chapters 10.56 modifying parking meter rates
and 10.62 modifying the overtime parking fine rate.
BOARDS/COMMISSION RECOMMENDATION
The Downtown Parking Study and the Downtown Parking District Interim Action Plan
were presented to the Redevelopment Advisory Committee as informational items on
February 1,2007, and September 6,2007, respectively.
The Chula Vista Redevelopment Corporation reviewed the Downtown Parking Study
beginning with the selection of the consultant on October 26, 2006, followed by an
update on January 11,2007, presenting the Scope of Work, summarizing the results of
the fust community meeting and providing a draft of the Frequently Asked Questions
document prepared by staff. On August 9, 2007, the CVRC received an informational
update on the major findings of the Downtown Parking Management Study and the
proposed Interim Action Plan. This was followed by a unanimous recommendation on
September 26, 2007, by the CVRC, to approve the Interim Action Plan and direct staff
to prepare the Downtown Parking Management Plan.
DISCUSSION
Parking is an integral part of local efforts to improve the viability of downtown Chula
Vista and is part of a transportation system that includes multi-modal opportunities,
such as bicycling, public transit, and walking. Providing convenient access for
employees, residents, shoppers and visitors requires supplying more than just parking
spaces. It requires an effectively managed system that addresses the parking supply,
operation and demand for parking.
This staff report will include the following information:
. History of the Downtown Parking District
. Description of the Parking Study process
. Proposed Downtown Parking District Interim Action Plan
. Fiscal Impact Analysis
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PARKING DISTRICT mSTORY
In 1963, in response to a citizen-initiated petition and pursuant to the provisions of the
Parking District Law of 1951 (Part 4, Division 18, of the Streets and Highways Code of
the State of California), the City Council created Parking District No.1. As part of that
action, the Council agreed to install and maintain parking meters on certain streets and
parking lots within the District from revenue generated through meter fees and parking
fines. Certain City-owned parcels within the District were designated as public parking
(Ordinance 829) and non-City-owned land was authorized for purchase as public parking
(Ordinance 847).
To provide parking within the District, the City Council, via Resolution 3115, committed
to issue a bond in the sum of $360,000 for land acquisition and improvements. This
bond, however, was not issued. Instead the City Council approved an as-needed
allocation not-to-exceed $320,000 from the General Fund to be used as seed money for
the District.
In July 1963, the City Council also established the Parking District Commission
(Resolution 3164). On September 24, 1985, Chula Vista Municipal Code Chapter 2.40
was repealed to merge the Parking Commission with the Town Centre Project Area
Committee (TCPAC) (Ordinance 2129). The TCPAC continued to act in this capacity
until it was formally dissolved on October 26, 2006. No new Parking District
Commission was established after dissolution ofthe TCPAC.
In 1980, the City Council adopted the in-lieu parking fee policy to relieve developers
from having to provide on-site parking in cases where doing so would render the project
economically infeasible. The in-lieu parking fee is only available in Sub-area 1 of the
Town Centre I Redevelopment Project Area, which has slightly different boundaries than
parking District No. 1 (Attachment 1). The in-lieu parking fee payments, including
interest, resulted in total available fimds of approximately $510,000. These fimds were
used to purchase additional land for public parking and to make improvements to existing
public parking lots. In 1987, for the purpose of modifying the in-lieu parking fee, the
City Council approved an increase in the fair market value of land from $16 per square
foot to $20 per square foot and authorized staff to adjust the fair market value figures on
an annual basis. However, the fee has not been adjusted since 1987 and no in-lieu parking
fees have been received since 1999 due to a lack of new development.
Most of the District's 1,700+ parking spaces were constructed for public use by the early
1990's. To accomplish this, the City and Redevelopment Agency expended nearly $1.2
million for land acquisition, improvements and maintenance of public parking.
The table below provides a brief summary of the publicly controlled parking supply in
the Downtown Parking District, including parking lots and on-street metered spaces.
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Public Location Number of
Parkin!! Parkin!! Spaces
Lot #1 E Street and Landis South . 14
Lot #2 North Landis and Davidson 75
Lot #3 South Landis and Davidson 118
Lot #4 Park Plaza 633
Lot #5 Church and Madrona South 44
Lot #6 Church and Madrona North 27
Lot #7 Center Street 70
Lot #8 Church and Del Mar 54
Lot #9 Church and Davidson South 30
Lot # 10 Church and Davidson North 34
Lot #11 E Street and Church 30
On-Street District 600
TOTAL 1729
DOWNTOWN PARKING MANAGEMENT STUDY (PHASE I)
To assist downtown business owners, residents, staff and decision makers in
understanding the current dynamics of the downtown parking area, the Study addresses
parking in the context of creating a vital and vibrant downtown. Using an analysis of
current parking conditions, input from stakeholders, and an assessment of issues and
conditions specific to downtown Chula Vista, the Study provides recommendations and
guidance for changes to parking policies, operations, and management.
The findings of the Study have provided valuable information to City staff and the public
about the necessity of creating a more efficient and organized management system as part
of a fully functioning and effective parking system. The following approach and related
tasks were used by RICH to complete the four primary objectives of: analyzing the
current and future parking needs, providing recommendations for addressing parking
needs, providing data necessary for developing a parking management plan that
efficiently and effectively utilizes parking resources, and providing education and
information to the public:
I. Parking Demand Analysis: RICH quantified and qualified the parking needs in
the study area through field research and data collection, resulting in parking
projections that analyze the current demand, future demand, and projects future parking
needs for a period covering current to 10 years in the future. This culminated in a
Findings Report that provides preliminary field research findings and analysis of the
parking system.
The major components of the fieldwork occurred during December 2006 when the
consultant conducted two days of weekday turnover and occupancy counts in the Study
Area. The counts were conducted from 9 am to 7 pm. Turnover is defmed as the number
of vehicles that occupy a parking space in a particular period of time and is important
because it is an indicator of whether or not the space is occupied by employees or
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customers. The consultant determined that Chula Vista has a low turnover rate of 2.3
compared to the average of most downtowns of 4. Ibis could indicate that employees
and not enough customers are using the available parking. Occupancy is the length of
time that the parking space is occupied by a vehicle and is an important measurement
because it helps define how parking demand fluctuates throughout the day. Within the
Study Area, the consultant concluded that the average occupancy is 57 percent, which
translates into 43 percent of parking spaces unoccupied at any given time of the day.
In February 2007, the consultant also conducted a permit occupancy survey in each of the
ten public parking lots with ten-hour meters. Ten-hour meters are the only areas where
permit holders are allowed to park. The results showed that the average occupancy of all
ten-hour spaces was 79 percent, with 29 percent of these being permit holders. However,
lots #9 and #10 during certain points of the day, had 100 percent occupancy, and in Lot
#10,80 percent of the occupants were permit holders. Ibis data is important because it
demonstrates how the location of permit parking can impact the availability of parking
for customers.
At the March 2007 community meeting, several business owners expressed concern
regarding the results of the turnover and occupancy figures. They indicated that since
December is generally the slowest time of year for downtown retail, the [mdings would
be lower than normal and therefore inaccurate. To address this concern, RICH conducted
a one-day limited occupancy count in March. The data collected in March supported the
December findings.
Based on the data collected, some of the significant findings of the field work were:
. The District is not functioning at its highest capacity and requires more cohesive
management and attention.
. There is not enough revenue being generated to keep up with necessary
maintenance and repairs.
. Overall the Study Area has more parking than currently needed.
. On average 43 percent of the available spaces are unoccupied.
. An average of 15 percent of the vehicles observed stayed longer than the 2-hour
time limit, and many of these vehicles were not ticketed due to lack of
enforcement.
. The Park Plaza Parking Structure is severely underutilized with average
occupancy of only 34 percent.
. RICH calculated a parking generation rate of2.37 spaces per 1,000 sf for all land
uses, which is in line with the UCSP rate of2.0 spaces per 1,000 sf.
. The study concluded that Lot #3 is not suitable for development due to high
occupancy rates and its strategic location within the District. The Consultant
determined that development of Lot #6 would have minimal impact on parking
availability .
II. Community Participation and Education: RICH conducted seven community
meetings, one presentation to the Chula Vista Redevelopment Agency, and
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Owner/Manager Interviews and Employee Surveys with local businesses and downtown
employees. The Consultants' primary goals were to provide information to staff,
stakeholders and the community on the efficts of not properly managing parking, the
current and potential parking conditions in downtown Chula Vista, the importance of
enforcement, and the potential future costs of parking.
The process of preparing the Downtown Parking Management Study presented an
important opportunity to further the City's goal of establishing an open and collaborative
dialogue with community members and organizations. A significant amount of outreach
was conducted to ensure that every interested member of the community had the
opportunity to provide input and be apprised of the work that the City was pursuing.
A series of community meetings were held at Community Congregational Church. Both
morning and evening workshops were held to ensure the greatest opportunity for input
and participation by both the business and residential community. In addition to
participating in the community meetings, staff made presentations to several local
organizations including the Third A venue Village Association, Chula Vista Chamber of
Commerce, Northwest Civic Association and Walk San Diego. More than 100 businesses
owners, tenants, residents, and community stakeholders actively participated and
provided valuable input, insight and comment throughout the process.
A brief summary of the purpose and focus for each community meeting is provided
below:
December 12. 2006
The focus of the first community meeting was for the Consultant and staff to solicit input
about the management and operations of the Downtown Parking District. This dialogue
included a discussion about the goals and parameters of the Parking Study, Agency
development proposals, the Urban Core Specific Plan, downtown parking, in-lieu parking
fees, the maintenance of parking lots and comments about other influential factors such
as the types of businesses locating in the downtown.
February 15.2007
This meeting was an educational presentation about the parking principles the Study
would apply in its review and assessment with a description of how the parking data
would be utilized to develop findings and recommendations.
March 8. 2007
The findings presented to the community were largely based upon the fieldwork
conducted in December 2006, which determined that overall there is a surplus of parking
within the study area and that peak occupancy occurs during daytime hours. The overall
average occupancy for the Study Area is 57 percent. RICH was also able to confirm,
through their review of City documents, that revenue from meter funds and the in-lieu
parking fee was spent on parking related activities within the District. All of the findings
provided an important basis for understanding the recommendations that would be
presented to the community in April.
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April 12. 2007
At this meeting draft recommendations were introduced to the public. Certain assets,
such as the Park Plaza Parking Structure and the many paseos leading from the alleyways
to Third A venue were identified as seriously underutilized assets. There were also a
number of recommendations presented to address the lack of organizational structure for
the management of parking. Several deficiencies were identified including a lack of
revenue to make needed improvements due to a combination of low meter rates, low
parking fmes and significant overhead costs.
Julv 26. 2007
The purpose of this meeting was to present the Draft Downtown Parking District Interim
Action Plan to the public, solicit input and feedback and engage in dialogue about the
proposed process. Overall, the group supported meter rate increases but not increases to
the expired meter fme or the permit fee. However, the group expressed concern that
enforcement activity was not consistent.
Julv 31. 2007
This community meeting was organized and requested by downtown businesses, not
T AVA. Staff presented the Draft Interim Action Plan and answered questions from
attendees. Overall, there was support for meter increases, but like the previous
community meeting; businesses are not in favor of increasing the expired meter fine or
the permit fee. There was support for increasing other fines, but the business owners felt
that an increased expired meter fine would be a disincentive to customers and visitors.
Community Meeting Summary
The dialogue with meeting participants and business organizations has been invaluable in
understanding the concerns of stakeholders and the issues that must be addressed within
the Downtown Parking Management Plan (Parking Plan). The success of the Parking
Plan is dependent on not just dialogue with the community but active listening and an
earnest effort to find solutions that benefit the customers, visitors, businesses, residents
and community in our joint efforts to revitalize our downtown.
III. Final Report: RICH developed near-term, mid-term and long-term improvement
recommendations, which consider and address how to improve the perception of parking,
increase the parking supply through improved efficiency, parking generation rates,
parking system space allocation, review of parking policies, analysis of existing parking
lots, parking system management and operations improvements, and parking mitigation
strategies and implementation.
The Downtown Parking Management Study Final Report (Attachment I) prepared by
RICH, incorporates overall management goals and considers the best practices of other
cities and the parking industry. These goals include staffing required to develop and
operate an effective parking management program and parking enforcement
enhancements. As part of developing a comprehensive parking program, the Study also
considers and makes recommendations regarding parking operations, facilities, and
current and future demand. For a complete listing of findings, recommendations,
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implementation timeframes and financial impacts, please refer to the Downtown Parking
District Recommendation Summary (Attachment 2).
A significant conclusion of the Study is that ineffective management and lack of policies
to address parking issues has hindered the District's ability to generate sufficient revenue
to be self-sufficient. The following are key recommendations from the RICH report:
. Meter and parking fine rates need to be increased to generate adequate revenue
for necessary capital improvements, such as the replacement of parking meters.
. One City staff person needs to be designated as Parking Administrator to
coordinate parking functions and interface with the community.
. Parking enforcement needs to be consistent to be effective.
. Revenue generated within the District should remain with the District, as it does
now, and be utilized for capital improvements.
These recommendations are the basis for staffs proposed Downtown Parking District
Interim Action Plan (Attachment 3) and future development of the Downtown Parking
Management Plan.
DOWNTOWN PARKING DISTRICT INTERIM ACTION PLAN (PHASE II)
The Downtown Parking District Interim Action Plan primarily focuses on changes to
management and operations, addressing significant functional changes that will provide
opportunities for revenue generation to finance future improvements within the
Downtown Parking District. Since the emphasis of the Interim Action Plan is to address
management and increase revenue, most of the actions contained within the Action Plan
carry minimal financial impact to the City. There are near term capital improvements that
will require a significant financial expenditure, but until the District has an opportunity
to increase its revenue, there are no funds for these improvements. These future
improvements will be identified in the Management Plan (Phase III).
The complete Interim Action Plan is attached with the most significant of the
recommendations described below:
~ Continue to dedicate all revenue generated in the Parking District for parking
improvements within the District.
~ Appoint an Interim Parking Administrator, from existing City staff, dedicated
to overseeing and managing parking operations.
~ Form a Downtown Parking Advisory Committee to advise the City Council
on the development and implementation of a Downtown Parking Management
Plan and review ongoing operations.
~ Purchase new individual meters for on-street parking spaces and replace
individual meters with multi-space machines in public parking lots.
~ Increase the expired/overtime meter fine from $12 to $25.
~ Increase parking meter rates as follows:
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Time Limit
On-street 30 minute meter
On-street 2 and 3 hour meter
Current Rate
$0.25 er 30 minutes
$0.10 er 20 minutes
$0.25 er 50 minutes
$0.05 er 30 minutes
$0.10 er 60 minutes
$0.1 0 er 60 minutes
Pro osed Rate
$0.25 er 30 minutes
$0.25 er 30 minutes
$0.50 er 60 minutes
$0.25 er 30 minutes
$0.50 er 60 minutes
$0.25 er 60 minutes
Off-street 4 hour meter
Off-street 10 hour meter
All the recommendations suggested in the Interim Action Plan are essential in providing
a dedicated management structure for oversight of the District and in generating
additional revenue for improvements within the District. The implementation of the
Action Plan is the second critical component in the City realizing an effective and
functioning Downtown Parking District.
DOWNTOWN PARKING DISTRICT MANAGEMENT PLAN (PHASE III)
The final component of addressing the District's needs will be the preparation of a
comprehensive management and implementation plan. The goals of the plan are to
address existing deficiencies, identify necessary capital improvements and provide short
and long-term strategies to promote the self-sufficiency of the District. The Management
Plan will provide strategies that build upon the foundational changes to the management
and operations of the District with the approval of the Interim Action Plan. Those
strategies will address the following:
. Marketing and Signage
. Parking Policies
. Maintenance Program
. Teclmology
. Parking Allocation
. Park Plaza Parking Structure
. Bicycle Parking
The Management Plan will include recommendations to upgrade and/or implement new
enhancements to the District ranging in cost from $550,000 to $1,000,000, depending
upon the extent of the improvements. These projected costs include new tools for
enforcement, more enforcement staff, new equipment and use of teclmology, marketing,
signage, improvements to paseos, and installation of new equipment to encourage
bicycling in the downtown area.
Staff will work with the Parking Advisory Committee (Interim Action #5) in the
preparation of the Management Plan. It is expected that this Plan will be presented to the
City Council for consideration in the Spring of 2008.
CONCLUSION
The completion of the Downtown Parking District Management Study is a significant
milestone in the City's efforts to revitalize and rejuvenate the downtown area and has
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helped initiate collaborative efforts between local commerce, business organizations,
community members and the City. Understanding how parking impacts businesses and
potential development is crucial to developing a clear and achievable plan that addresses
both management and operations of the District. Parking is an important component of a
thriving transportation system that includes many modes of transportation such as
walking, bicycling and public transit and should be addressed as a component of this
system envisioned for Chula Vista. Realizing a District that is effectively managed,
generates revenue for capital improvements and maintenance, and successfully provides
convenient and reasonable parking opportunities for customers, visitors and employees
are the eventual objectives of this process.
The approval and implementation of the Downtown Parking District Interim Action Plan
provides the first opportunity to create significant changes in the District by addressing
outdated parking practices and inefficiencies. This lays the groundwork for a
comprehensive Downtown Parking District Management Plan that will outline additional
actions necessary for achieving an efficient parking system.
DECISION MAKER CONFLICT
Staff has reviewed the property holdings of the City Council and has found a conflict
exists, in that Councilman Castaneda has property holdings within 500 feet of the
boundaries of the property which is the subject of this action.
FISCAL IMPACT
The Parking District currently generates enough revenue to pay for staff time associated
with management and enforcement of the District, and the District will continue to pay
for these staff costs.
ATTACHMENTS
I. Downtown Parking Management Study Final Report
2. Downtown Parking District Recommendation Summary
3. Downtown Parking District Interim Action Plan
Prepared by: Diem Do, Senior Community Development Specialist, Community Development
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Attachment 1
ING DISTRICT
Rich and Associates, Inc.
Parking Consultants - Planners
www.richassoc.com
8-12
TaJIe ciCa1el1s
Executive Summary
SECTION 1 - Parking study Overview
1.1 Background................. ......................................................... ......... ........ ..1-1
1.2 Best Practices... .... ....... ........ ... ... ............ ... .... ... ..... ... ......... .... ... ..... ......... ....1-1
1.3 Scope of Services.................................................................................. ....1-3
1.4 Study Area................... ............................................................. ..... ......... ..1-5
Map 1: Study Area
1.5 Community Outreach and Participation.. ........................ .................... ...... .....1-6
1.6 History of Parking District..............................................................................1-7
Map 2: Downtown Parking District and In Lieu Fee Boundaries
1.6.1 Establishment of District.............. ............................................... ....... ....1-7
1.6.2 In Lieu Fees.................... ........ .................. ............ ................ ......... ....1-7
1.6.3 Park Plaza Parking Structure.. ........................................ ........ ......... ......1-8
1.7 Urban Core Specific Plan............................................................................1-8
SECTION 2 - Analysis
2.1 Introduction.................. ........................................................ .................. ..2-1
2.2 Parking Inventories................................................................ .................. ...2-1
2.3 Turnover and Occupancy Study.................................................... ............. ..2-2
Map 3: Parking Supply Map
2.3.1 Turnover and Occupancy Analysis.................................................... ....2-3
Map 4: December 14. 2006 Peak Hour
Map 5: December 15. 2006 Peak Hour
2.3.2 Turnover Results............................................................. ................... ..2-3
Table 2B and 2C Turnover Summary Results
2.3.3 Occupancy Results............................................ ..................... ........ ....2-5
~ Rich and Associates, Inc.
=~ Parking Consultants - Planners
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8-13
2.3.4 Occupancy Conclusions.............. ............. ...................................... ....2-7
2.3.5 Permit Occupancy.......... ............... .............................................. .......2-7
2.4 Parking Demand Calculation.......................... .......................................... ...2-9
Map 6 Permit Occupancy
Map 7: Current Surplus Deficit
2.4.1 ENA Development Parking Demand.......................................................2-9
Map 8: ENA Development Sites
2.4.2 UCSP Parking Demand .......................................................................2-10
2.5 Parking Operations and Enforcement.. .... ............. ................ ................. ..... ..2-1 0
Table 2J: Parking Tickets Issued
2.5.1 Parking Permits............................. .................................................. ..2-11
Table 2K: Parking Permit Statistics
2.5.2 Regional Surveys............. ............... ......................................... ........ ..2-12
Table 2L: Parking Violation Benchmarking
2.5.3 Chula Vista Parking Rates. ........................................................... ......2-12
Table 2M: Meter Parking Rates
Conclusion.............................................. ............. ........................ ............ ....2-13
SECTION 3 - Findings and Recommendations
3.1 Parking Management................................................................................ .3-1
3.1.0 Downtown Parking District Status and Boundaries.....................................3-1
Map 9: Proposed Parking District Boundaries
3.1.1 Parking Staff..... ..... ....... ... ... ..... ...... ... ......... ...... ... ......... ......... ... ....... ...3-2
3.1.2 Parking Enterprise Fund................................................................ ........3-3
3.1.3 Parking Education......................... .................................................... .3-3
3.2 Parking Policies....................... ............ ............ ....................................... ....3-4
3.2.0 City Parking Policies...................... .................................................... ..3-4
3.2.1 In-Lieu Fee........... ............ .............................................................. ...3-5
Table 3A: In Lieu Parking Fee Reconciliation
3.2.2 Valet Parking.... ................................................................ ...... ......... ...3-7
3.2.3 Residential Parking Permit.................................................... ............... .3-8
3.2.4 Reporting to Community................ .......................................... ......... ....3-8
3.3 Parking Operations............................. .................................................. ..... .3-8
3.3.0 Parking Revenues and Expenses.. ..... ... ......... ... ...... ... ......... ... .......... ... ....3-8
~ Rich and Associates, Inc.
~ Parking Consultants - Planners
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Table 3B: Historical Parking District Parking Revenue and Fees
3.3.1 Marketing.... .................................................. ............ .............. ........ .3-9
3.3.2 Signage............. ...................................... ................................. ...3-1 0
3.3.3 Condition of Cily Parking Lots..............................................................3-14
Table 3C: Parking Lot Condition Assessment
3.3.4 Existing Parking Area Configuration.......... ........................ ................. ...3-16
3.3.5 Paseos.......................... ................................ ............. ...... .......... .....3-16
3.3.6 Validation System.......................................................................... ...3-18
3.4 Parking Enforcement.. ........ .... ..... .... ..... ... ......... .... ...... ..... ... ........ ..... ...... ....3-18
3.4.0 Parking Enforcement Staffing............................................ ................. .3-18
3.4.1 Handheld Ticket Writers..................................... ................... ..... ...... ...3-19
3.4.2 Overtime Parking Fine.................................................... ...... ....... ..... ..3-20
3.4.3 Multiple Tickets........ ............................................................ ..............3-21
3.4.4 Courtesy Ticket............................................................. ...... ............ ..3-21
3.5 Parking and Revenue Control.................................................... ......... ....... .3-22
3.5.0 On-Street Parking............. ............................... ............ .................. ....3-22
3.5.1 Off-Street Parking.................................................................... ...... ....3-23
3.5.2 Parking Rates.............. .................................................................. ...3-24
Table 3D: Existing and Proposed Meter and Permit Rates
Table 3E: Projected Two-year Meter and Permit Revenues
Table 3F: Parking Revenue and Expense Projection
3.5.3 Parking Allocation.......... ......................................................... ........ ..3-27
3.6 Parking Facilities......................................................................... ...... ........3-28
3.6.0 Park Plaza Parking Structure.................................................................3-28
3.6.1 Meter Color Coding....................................................... ................ ...3-30
3.6.2 Street Curbs.................. ............................................ ...................... .3-30
3.7 Bicycles as an Alternate Mode of Transportation............................................3-31
3.7.1 Bicycle Parking.... ....................................................... ........ .............. .3-31
3.8 Parking Requirements for Current and Future.................................. ...............3-34
3.8.0 Traffic Impacts.. ...... ..... ................................................................. ....3-34
3.8.1 Current Parking Analysis...................................................... .......... ......3-34
3.8.2 Potential Parking Impact of Exclusive Negotiating Agreement Sites............3-35
3.8.3 Potential Future Parking Needs with Redevelopment of Third Avenue.. .. . ... .3-36
3.8.4 Possible Parking Structure Sites.............................................................3-37
~ Rich and Associates. Inc.
~ Parking Consultants - Planners
/I-..!9!
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Map 10: Potential Parking Structure Sites
3.8.5 Timing for Additional Parking Developmenl...........................................3-39
3.8.6 Parking Site/Design Decision Matrix......................................................3-40
Table 3G: Site Selection/Design Matrix
3.8.7 Parking Development Costs, Parking Improvement Costs and Financing....3.41
Conclusion
Exhibits
1. Community Presentation Powerpoints
2. Table 2A-Parking Supply Summary
3. Table 2D-December 14, 2006 Occupancy Count Results
4. Table 2E-December 15. 2006 Occupancy Count Results
5. Table 2F-Permit Occupancy Results
6. Table 2G-Chula Vista Current Parking Demand Projection
7. Table 2H-Future Parking Demand with ENA Sites Developed
8. Table 21-Parking Demand Projections and Surplus or Deficits for UCSP Model
9. Table 3H-Chula Vista Findings and Recommendations Matrix
~ Rich and Associates. Inc.
=:;:; Parking Consultants - Planners
!\.!S~
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EXECUTIVE SUMMARY
Rich and Associates (RICH) was retained by the City of Chula Vista to prepare a
parking management study for the downtown. The four primary objectives of the
study were to:
. Analyze the current and future parking needs and review the current parking
system policies and procedures;
. Prepare recommendations for addressing parking needs, including parking
management, shared use opportunities and transportation modality;
. Develop a parking management plan for efficiently and effectively utilizing
parking resources, and
. Provide education and information to the public about public parking,
including the cost of providing and maintaining parking.
Rich and Associates staff began the study in December 2006. This included a
complete inventory of existing parking supply and building land uses, parking turn-
over and occupancy counts for on-street and off-street parking, and one public
meeting to discuss the purpose of the study and then listen to comments and
concerns from stakeholders.
There were additional stakeholder meetings beginning January 2007; including a
review of best practices in February, presentations of findings in March and
presentations of recommendations in April.
The following is a summary of a few of the best practices applicable to Chula Vista:
. Strong parking management requires a designated leader and a parking
committee made up of stakeholders and City representatives involved with
parking.
. Parking generation rates are moving towards requiring parking maximums as
opposed to minimums. Codes based upon individual land uses are moving to
a form based generation rate in which one parking ratio (generally per 1 ,000
square feet of area) is used for all land uses.
. Parking signage is necessary to introduce customers and visitors to the parking
system. There need to be signs prior to getting to the downtown, then similar
signage that directs parkers to the parking areas and names or identifies the
parking area and applicable parking rates and finally signage that directs the
parker to major destinations and streets once they have exited their vehicle.
. A parking system should be self-sufficient. This means that revenues are
sufficient to pay for operating expenses, capital maintenance and a reserve
8-17
. fund for future projects. In general, this requires revenue generated within the
District remain in the District.
. Parking enforcement must be consistent. The enforcement officers must be
assigned only to parking enforcement duties. Hand held technology should
be used to write tickets and to enforce vehicles that are in violation.
. Consistent marketing of the parking system is critical and includes branding
the, newsletters, web sites, maps etc.
. In a parking district there is a charge for all parking, and in general, the on-
street is priced higher than the off-street.
The overall findings and recommendations are:
A. Manaaement and Ooerations
,. In order to address potential parking needs of future restaurants and
entertainment establishments, the City should consider an ordinance
controlling how valet parking should operate.
2. The in lieu fee program should be maintained, though the cost should be
based on a reasonable percentage of the most recent estimate of
construction cost of a structured parking space.
3. Stakeholders had questioned monies that had gone into the in lieu fund and
expenditures from the fund. There appeared to be no irregularities with either
the monies going into the fund or expenditures from the fund.
4. Communication between the City and stakeholders needs to be consistent
with respect to the revenue and expenses of the parking system and the in-lieu
fund. An annual report should be prepared the details revenue received from
all sources of parking and then expenses. For the in lieu fund; revenue taken
in and expenditures from the fund should be reported.
5. Parking management is disjointed with no single point of contact. Rich and
Associates recommend a two-phase approach. The first phase is to form a
Parking Advisor Committee, appoint someone from the City's Community
Development department as the parking director, and treat parking as an
enterprise fund. The second phase once the parking system matures is to
consider hiring outside parking management.
6. The Downtown Parking District expired in , 999 but has continued to operate as
a district since that time. Rich and Associates recommend that the parking
meters remain to control parking use and to generate funds to improve the
parking system.
8-18
7. Marketing of parking is a crucial element in parking operations and must be
consistent. This includes for example consistent messages to employers and
employees on the importance of reserving the two and three-hour spaces for
customers and visitors.
8. The length of stay policy for Lots 2 and 3 should be modified from two to three-
hours and permit sold specifically for parking in these lots and should be
priced higher than permits in other lots.
9. Parking rates at the meters and permit rates need to be increased to assist
paying for improvements and to adequately control parking. Stakeholders
expressed an opinion fhat rates needed to be increased. Proposed meter
rates increases vary wifh the meter length of stay. Permit rates would increase
trom $54.00 per quarter to $120.00 per quarter in all lots except for lots 2 and
3. These lots would have permits sold specifically for use in these lots and the
quarterly rates are recommended to be $180.00 per quarter.
10. Signage is an important element is marketing parking and for level of service
provided to parkers. Parking signage that directs people to different parking
areas, gives information about the type of parking available and identifies the
name of the lot is necessary. Parking signage in the downtown needs to be
updated and improved.
11. The paseos are resource since the majority of the off-street public parking
along Third Avenue is behind buildings. The paseos need to be better
identified on both the Third Avenue and parking lot side and then improved
with murals and additional lighting to make them inviting and interesting
12. Bicycle parking needs to be improved and promoted. This is consistent with
the UCSP vision. This should include improved bike racks with signage,
marketing of this amenity to the public to enhance bicycle use and if a new
parking structure is developed; including facilities in the parking structure for
bicycle storage, lockers and possible showers.
B. Parkina Enforcement
1. Enforcement is not consistent within the district. There needs to be
enforcement from 9:00 A.M. to 5:00 P.M. using routes that are covered every
two hours. This may require two full time parking enforcement officers.
2. Parking fines should increase to $50.00, which brings Chula Vista's fines in line
with recommendations from the Parking Violation Penalty Schedule as
prepared by the San Diego Parking Penalties Executive Committee in June
2005. In addition, issue courtesy tickets to first time offenders that identify
where longer term parking, such as the Park Plaza parking structure, is
available.
8-19
3. The handheld ticket writers used by enforcement should be upgraded so
that they can be used to enter in plate numbers to track vehicles moving from
two-hour space to two-hour space during the day and to track vehicles with
unpaid parking tickets.
C. Parkina and Revenue Control
,. On-street meters are in poor condition and need to be replaced. In four
parking lots, multi-space meters are recommended instead of individual
meters.
D. Parkina Facilities
,. There are several parking lots that are in need resurfacing and other minor
repairs. Overall, signage within the parking areas needs to be improved.
Lighting in several lots needs to be repaired and upgraded. Landscaping
needs to be maintained so that it does not provide a place for people to hide.
2. The Park Plaza parking structure is an underutilized asset. In order to make it
more attractive to parkers the signage and lighting needs to be improved, a
study made of the conditions of the facility and then physical repairs made to
the structure and possibly an elevator added to the north side.
E. Parkina Reauirements
,. Rich and Associates developed parking generation rates for land uses in Chula
Vista based on surveys of businesses and employees and on the results of the
occupancy studies. It was determined that a formed based parking
generation rate was consistent with the land uses in the study area and with
best practices.
2. Rich and Associates' analysis of parking spaces required for individual land
uses supports the formed based parking generation factor of 2.37 spaces per
, ,ODD square feet for all land uses. This finding supports the 2.0 formed based
parking generation rate identified in the UCSP.
3. Currently there is an overall parking surplus in the district, though there were
several blocks that did show deficits. With the changes proposed in the report
such as better utilization of the Park Plaza parking structure, there is sufficient
parking today.
4. While currently there is a surplus of parking in the district, the possibility of
development of ENA sites will eliminate parking in the district.
a. ENA development on Lot 3 will eliminate existing parking spaces
that have a high occupancy rate and are central to many
businesses on Landis and Third Avenue. Maintain Lot 3 as a public
parking lot if the occupancy continues to be high after the
8-20
recommended changes to the lot and to the Park Plaza parking
structure.
b. With ENA development on Lot 6. the City should pursue the Baptist
Church parking lot next to Lot 6. since the development planned
would not allow for replacement public parking to be developed
on the site.
c. ENA development of Lot 9 or , 0 will require displaced parkers to use
Lots 8 and 11 .
5. With maximum build-out of Third Avenue in the future based on the UCSP, there
is a potential shortfall of about 500 parking spaces although a significant
amount of new square footage could be developed without negatively
impacting the amount of available parking.
6. Three sites were identified for potential parking sites if required in the future:
. Site' Block 6: The vacant lot on the east side of Third between G
and Alvarado Streets.
. Site 2 Block 4: Baptist Church lot in combination with Lot 7.
. Site 3 Block' : West side of Church between E and Davidson Streets.
For any of these sites the City should consider a mixed-use facility that would
include ground floor commercial uses and possible residential units above the
parking structure.
SummarY
In summary, the parking in Chula Vista needs to be operated as a parking system.
There is positive momentum in the downtown. and as projects develop there will
be the need for stronger parking management and enforcement. There needs to
be a collaborative effort between the City and stakeholders with respect to the
overall parking planning, operation and communications. In order to monitor the
parking system and to fine tune the recommendations contained herein. we
strongly recommend that the study be updated every two years to monitor
changes in land uses and densities. parking utilization. enforcement and
communications.
8-21
Chula Vista Downtown Parking study
SectIon One - Parking Study OVervIew
1.1 Background
This study, prepared for the City of Chula Vista's downtown, serves to examine the
existing parking system from both a qualitative and quantitative standpoint. The City
of Chula Vista contracted Rich and Associates (RICH) to prepare a parking planning
study which would inventory and review the existing parking and make
recommendations regarding the development of potential future parking. A number
of issues were examined including operations, management, in-lieu of parking fees,
enforcement, current and future parking demand, development scenarios, and
future parking needs.
For this project, RICH initiated the process with a field study, meetings and stakeholder
interviews. Data collected as background material was analyzed using methods that
involve statistical analysis and survey feedback from user groups. The study drew on
standards developed by the Institute of Transportation Engineers (ITE) and the Urban
land Institute (UlI). which were modified as necessary according to the survey results
from Chula Vista in order to suit the unique circumstances present in the downtown.
Considerations for this study include levels of development/redevelopment, the
number of restaurants and banquet halls, specialty retail stores and the planned
development of residential units in the downtown.
Within the primary stUdy area, which encompassed the parking district plus additional
area, the parking supply consists of a mix of on-street and off-street parking. The on-
street spaces are primarily metered with a small number of spaces signed with time
restrictions. The off-street parking supply consists of a mix of surface parking and two
parking structures; one public and one privately owned. The majority of the parking
supply within this area is publicly provided by the city with several smaller lots
privately controlled by individual businesses.
1 .2 Best Practices
RICH presented information on Parking Best Practices and Strategies to the community
at the February 2007 public meeting. This presentation represented the most
effective practices that other communities have successfully planned, implemented
and managed to address their parking needs.
In summary, the most relevant Best Practices applicable to Chula Vista are:
. Strong parking management requires a designated leader and a parking
committee made up of stakeholders and City representatives involved with
parking.
=-
~~ RiCh and Associates, Inc.
~ Parking Consultants-Planners
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1-1
Final
Chula Vista Downtown Parking Study
. Parking generation rates are moving towards requiring parking maximums as
opposed to minimums. Codes based upon individual land uses are moving to
a form based generation rate in which one parking ratio (generally per , ,000
square feet of area) is used for all land uses.
. Parking signage is necessary to introduce customers and visitors to the parking
system. There need to be signs prior to getting to the downtown, then similar
signage that directs parkers to the parking areas and names or identifies the
parking area and applicable parking rates and finally signage that directs the
parker to major destinations and streets once they have exited their vehicle.
. A parking system should be self-sufficient. This means that revenues are
sufficient to pay for operating expenses, capital maintenance and a reserve
fund for future projects. In general, this requires revenue generated within the
District remain in the District.
. Parking enforcement must be consistent. The enforcement officers must be
assigned only to parking enforcement duties. Hand held technology should
be used to write tickets and to enforce vehicles that are in violation.
. Consistent marketing of the parking system is fundamental and should include
branding the parking, newsletters, web sites, maps etc.
. In a parking district there is a charge for all parking, and in general, the on-
street is priced higher than the off-street.
-~
=-;:: Rich and Associates, Inc.
!i.lf.!! Parking Consultants-Planners
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1-2
Final
Chula VIsta Downtown Parking study
1.3 Scope of Services
Phase One of developing the Downtown Parking Management Study involves
quantifying and qualifying the parking needs in the study area to determine the
parking. This was done through fieldwork. utilization studies. surveys and a series of
public and stakeholder meetings. The flow chart below details the process.
Parking needs analysis
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1.3
Final
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Chula VIsta Downtown ParkIng S1udy
Phase Two of the Downtown Parking Management Study involves reviewing the
current parking system, the existing parking facilities, parking policy, parking signage,
way finding, and enforcement. RICH then develops recommendations for short and
long term parking improvements that combine the parking system and management
improvements with capital improvements as needed. The flow chart below details the
process.
Preliminary Program
Sit\> Analysis
Design Analysis
System Analysis
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1-4
Final
Chula Vista Downtown Parking Study
1.4 Study Area
The study area, as determined by the City of Chula Vista and RICH, is illustrated in the
Map I (Study Area Map) located on the following page. RICH evaluated the parking
conditions, supply and activity of the IS-block study area. The study area was
divided into a primary area (the blocks north of "G" street) as well as a secondary
study area, which are the blocks between G and H Streets.
Though not In the study area, the transit focus areas (H and E Street stations) were
evaluated as part of the turnover and occupancy analysis since they are part of the
transit operation. RICH reviewed transit usage based on statistics provided by the
City's Public Works Transit Administration Department. In general, over the last year
there has been a five percent increase in ridership on Third Avenue between E and H
Streets. This increase in ridership is a positive indicator that the goal to promote other
modes of transportation as envisioned by the UCSP is achievable. This is a factor that
was considered by RICH when formulating the formed based parking generation
factor discussed in Section 2.4 of this report. This information is important since one of
the goals of the city is to enhance alternate modes of transportation and promote the
use of other available modes of transportation such as buses, trolley, bicycling and
walking. The bus and trolley lines are fundamental options for customers and visitors
to the downtown that decrease the need for driving and parking.
The study area consists of a mix of land uses including residential, retail, restaurants,
small homes that have been converted into businesses, a government use (Social
Security Office that will be relocating from this site). medical and dental offices. The
number of medical and dental offices in the study area is unusual for a downtown.
This land use type has a different dynamic in terms of the number of spaces needed
per I ,000 square feet and the needs of patients to walk from parking to the medical
office.
The study area also includes several larger commercial buildings at the southern end
and several storefronts that have been converted into banquet facilities along the
Third Avenue corridor. This mix of land uses is fairly typical in medium sized
downtowns with the exception of the banquet facilities. The banquet facilities are
important since in general their parking demands are in the evenings and on
weekends. Therefore, they have less of an impact to parking during the weekday
daytime hours when parking demands in downtown Chula Vista are typically higher,
but a higher impact on nights and weekends, when the parking demands in
downtown Chula Vista area are lower.
In addition to the existing land uses, RICH considered the impact on parking that the
24 Hour Fitness facility might have since this use is expected to open in Summer 2007
in the former theater location on Third Avenue. Based on our experience, the peak
demand for this type of facility is early morning and evening. This should not
significantly impact Chula Vista's parking availability since this is typically when
~
~~ Rich and Associates, Inc.
~ Parking Consultants-Planners
8-26
1-5
Final
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Chula VIsta Downtown Parking study
parking demand for the District is lower. The existing and future mix of uses was
evaluated and considered in our assessment of the overall District and Study Area.
1.5 Community Outreach and Participation
RICH conducted a series of four community meetings where input and information
regarding parking issues was gathered. In addition, there were individual and group
meetings between members of RICH staff and local organizations and stakeholders to
discuss parking issues. RICH also conducted a business manager survey and an
employee survey. This provided RICH with information from businesses in Chula Vista
that was then used to calculate parking generation rates specific to Chula Vista and
not just based on a national average.
Following is a summary of the meetings that were held and the SUbjects covered:
Community Meetinas
. December 12, 2006: Morning public meeting to present the project
approach, schedule and to gather comments by community and
stakeholders on specific parking issues.
. February 15, 2007: Presentation of an overview of Parking Best to community
and stakeholders in a morning and evening meeting.
. March 8, 2007: Presentation of findings from fieldwork and investigation to
community and stakeholders in a morning and evening meeting.
. April 12, 2007: Presentation of preliminary recommendations to the community
and stakeholders in a morning and evening meeting.
Stakeholder Meetinas
. Week of December 11, 2006: Meetings with individual stakeholders in two
public meetings to discuss the study process and to gather comments on
parking issues.
. January 11 and 12, 2007: Meetings with specific stakeholder groups including
Third Avenue Village Association (TAVA) , Chula Vista Chamber of Commerce,
and Landis property owners to discuss specific issues that these groups have
and understand their perspectives.
A copy of each of the Power Point presentations distributed at the community
meetings is included as Exhibit 1 (PowerPolnt Presentallons) at the end of the report.
=-
~~ Rich and Associates, Inc.
RiCH Parking Consultants-Planners
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1-6
Final
Chula VIsta Downtown Parking Study
1.6 History of Parking District
1.6.1
Establishment of a District
(cited from information provided by Diem Do, City of Chula Vista)
In 1963, in response to a citizen-initiated petition, the City Council created the
Downtown Parking District (DPD) under provisions of the California Parking District Law
of 1951. The goal was to promote the development of public parking in the core
downtown. The DPD encompasses an area surrounding Third Avenue, roughly from E
Street to G Street and one and a half blocks east and west of Third Avenue. It was at
this time that parking meters were installed on some streets in the DPD. Certain city
owned properties, as well as privately owned properties that were acquired for
parking, were designated for parking development.
Funding for the DPD came from a transfer of $320,000 from the City's general fund.
This was used to establish the Parking District NO.1 Acquisition and Improvement Fund
(PDAIF).
In forming the DPD, the City agreed to maintain parking meters for 36 years or that
portion of 36 years that there is remaining interest or prinCiple on the bonds. Bonds
were never issued, but the initial allocation of General Fund money was approved by
ordinance to act as the bond issuance. The DPD did function as it was intended,
although there was no assessment levied to property owners and no bonding of
District monies. Technically, the DPD's obligation to maintain meters and designate
funds generated within the District for parking-related expenses expired in 1999. The
City has continued to maintain the district and utilize all of the revenue for
administration and maintenance.
1.6.2
In-Lieu Fees
In 1980 the City adopted in-lieu fee policy for Sub Area 1 of the Town Centre 1 Project
Area. The Town Centre 1 Project Area has different boundaries than the Parking
District, although it encompasses a great deal of the DPD. Please refer to Map 2 pn-
Ueu Fee Boundary Map) located on the following page for a comparison of the
District and In-Lieu Fee Policy boundaries.
The in-lieu policy states that instead of providing on-site parking, developers in Sub
Area 1 have the option of paying a fee, which relieves the developer from providing
the required on-site parking. The fee was not intended to guarantee anyone specific
parking areas or spaces within those areas.
The fees collected under this policy are to be used for the purchase or development
of parking sites which benefit the Sub Area. In 1987, the City granted the
Redevelopment Agency the ability to use the in-lieu fee revenue to acquire or
develop land for public parking.
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1-7
Final
n
. . .. Downtown Parking District
Town Centre I
In-Lieu Parking Area
Downtown Parking Districts and
In Lieu Fee Boundaries
Map 2
8-30
Chula VIsta Downtown Parking Study
The in-lieu fee is based upon the number of required parking spaces for the
development multiplied by 350 square feet and then multiplied by 25% of the fair
market value of the land all divided by four. The land value figure currently utilized in
this calculation is $20.00 per square foot. The formula is:
1.6.3
Number of spaces reauired x 350 x 25% of fair market value
4
Park Plaza Parking Structure
Around 1984 the City constructed the Park Plaza parking structure located at the
intersection of F Street and Third Avenue. The structure contains approximately
633 parking spaces and is free to the public and provides parking for the
adjacent property owners. Under an agreement with the adjacent property
owners, the City paid for all of the construction and finance costs on the condition
that the property owners pay the City defined flat rates and percentage
payments for the use of the parking structure. Payments were established for a
period of 33 years. The property owners are responsible for ongoing
maintenance and housekeeping of the parking structure and the City is
responsible for the capital repairs.
1.7 Urban Core Specific Plan
(Cited from a document prepared by Diem Do, CiIy of Chula VisIa)
The Urban Core Specific Plan (UCSP) is a zoning document that was adopted
recently by the City that follows the general direction of the City's General Plan. It
establishes a detailed vision, guidelines and regulations for the Urban Core. The
adopted UCSP contains parking standards, similar to those of other communities
where increased mobility by all modes is encouraged.
The UCSP contains guidelines concerning parking and transit that focus on
creating a more pedestrian oriented downtown core. The UCSP proposes
changes that will increase densities, widen sidewalks, reduce traffic lanes and
institute bike lanes, thus creating a pedestrian oriented core with intensified
transportation routs linking people to the downtown. Once a person is in the
downtown core, walking becomes the preferred method of transportation, rather
than driving and parking to each destination. This fulfills the "Park once shop
twice" mentality.
Foundational to the UCSP is promoting the pedestrian first, then bicycles, transit
and automobiles. The USCP places a strong significance on a transportation plan
that is well linked to multiple modes of transportation. This plan places
importance on H Street serving as the transportation node to pedestrian
movement on Third Avenue. This approach takes the priority from the car and
places it on the pedestrian thus changing the number of single vehicle trips,
slightly reducing the number of parking stalls needed in the downtown, and
creating a more pedestrian oriented downtown core.
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Final
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Chula VIsta Downtown Parking Study
Section Two - Analysis
2.1 Introduction
Analyses were performed to determine the current and future parking demands and
general parking needs for the study area taking into consideration the goals and
vision of the Urban Core Specific Plan. Also, research was conducted to determine
how the parking was being operated and how elements related to parking were
being used. The data collected and compiled by RICH included;
. An inventory of on and off-street parking supplies in the study area
. Turnover and occupancy studies for public and private on and off-street
parking areas
. Permit parking occupancy study for off-street public parking areas
. Block-by-block analysis of the square footage and use of every building in the
core study area. The footprint of each building was scaled and estimated from
an aerial photograph and cross referenced with RICH field notes regarding
land use and the number of floors per building to determine an approximate
gross floor area for each building. It should be noted that this methodology
does not result in precise reporting of square footage of land use
. Review of the conditions of each parking area
. Review of signage, graphics and way finding as it relates to parking
. Meetings with City staff and stakeholders to discuss parking operations and
policies
2.2 Parking Inventory
Based on RICH's research we believe that if a city is going to successfully manage a
parking program that it is desirable to have public control of at least 50 percent of
the parking supply. This allows the city to effectively manage the parking in terms of
allocation and market pricing. Within both the total stUdy area and within the primary
stUdy area, the city meets or exceeds the control criteria.
City control of over half or more of parking in the downtown also allows the parking to
be enforced with more efficiency when properly performed. With proper
management and enforcement, parking can also be used as an economic
incentive. This allows the city to respand to use changes in the downtown and work
with development proposals more effectively.
In the Study Area, there are a total of 3,551 parking spaces, and of these, 625 are
on-street, 1,193 are public off-street and 1,732 are private off-street parking. The on-
street parking consists of 11 different types of spaces. These include unrestricted
=s
~ Rich and Associates, Inc.
B:!8! Parking Consultants - Planners
2-1
Final
8-32
Chula VIsta Downtown Parking Study
parking, metered spaces ranging from 15-minute time limits to ten-hour time limits
and one or two-hour time limit free parking.
Within the total study area, the City of Chula Vista controls 51 percent of the parking
in the downtown. Within the primary study area, Which includes the blocks north ot G
Street, the percentage of spaces the city controls rises to 76 percent.
On the following page is Map 3 (Partdng Supply Map), illustrating the existing parking
supply in the Study Area. For details on the actual parking supply in the downtown
study area refer to Exhibit 2 (Table 2A-Partdng Supply Summary). The information
contained in Exhibit 2 is based upon actual counts by RICH staff. In most cases, the
parking spaces could be definitively counted. In some cases though, the number of
parking spaces was estimated, especially where spaces were not well marked.
2.3 Turnover and Occupancy Study
Initially, turnover and occupancy counts were undertaken in the downtown study
area over the course of two consecutive business days in December to compare and
contrast how parking use varied. This was followed up by a specific analysis of permit
parking in city off-street lots, and then a one day limited occupancy count in March
to assure RICH that the original counts that were conducted in December were not
underestimating the parking usage.
The following are definitions used for the turnover and occupancy analysis:
. Turnover - Turnover is the number of vehicles that occupied a parking space
in a particular period. For example, if a parking lot has 100 spaces and
during the course of the day 250 different vehicles occupied the lot, then the
turnover is two and a half times (2.5).
. Occupancy - Occupancy represents the number of spaces occupied at each
period or circuit.
. Circuit - A circuit refers to the two-hour time period between observances of
anyone particular parking space. For the turnover and occupancy study, a
defined route was developed for each survey vehicle. One circuit of the route
took approximately two hours to complete and each space was observed
once during that circuit.
. Block Face - A number was assigned to each block within the study area.
Each block is then referenced by its block number and by a letter (A, B, C or
D). The letter refers to the cardinal face of the block; with (A) being the north
face, (B) the east face, (C) the south face and (D) the west face. Therefore, a
block designated as 1 A would refer to the north face of block 1 .
The turnover portion of the analysis, where license plate numbers were recorded,
applied to city controlled on-street and off-street spaces with time limits less than ten-
hours to determine how long individual vehicles where parked in certain spaces and
if they were moving their vehicles to avoid being cited for overtime parking. In the
~ Rich and Associates, Inc.
~S!! Parking Consultants - Planners
2-2
Final
8-33
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Chula VIsta Downtown Parking S1udy
ten-hour metered spaces and in private off-street spaces, the number of parking
spaces occupied was observed during each two-hour circuit. The turnover
information also yields an occupancy result for the parking area and therefore for
each circuit a composite occupancy was derived.
Turnover is an indicator of how offen a parking stall is being used by different vehicles
throughout the course of the day. Turnover is relevant to time periods when parking
meter limitations (or time limits for non metered spaces) are being enforced and is
most important to short-term customer and visitor parking.
Occupancy is an important aspect of parking because it helps us to understand the
dynamic of how parking demand fluctuates throughout the day. Likewise, the
occupancy can be used to illustrate how parking demand is impacted by events in
the downtown area. Overall, the occupancy data was used by RICH to calibrate the
parking demand model.
2.3.1
Turnover and Occupancy Analysis
(December 14 and December 15, 2006)
The turnover and occupancy analysis took place during a span of two days:
Thursday, December 14, 2006, and Friday, December 15, 2006. The first circuit
began at 9:00 A.M. with the final circuit beginning at 7:00 P.M. The analysis covered
public and private parking in and around Chula Vista's downtown core. These
typical business days were selected to determine Chula Vista's turnover rate and to
understand how employee-parking utilization was impacting the parking operations.
Turnover was recorded from 9:00 A.M. through 7:00 P.M. Although a circuit began at
7:00 P.M., metered spaces are only enforced through 6:00 P.M.; therefore from 5:00
P.M. until 7:00 P.M. public and private parking was counted for an occupancy
analysis only, no license plates were recorded. During the turnover analysis, license
plate numbers were recorded in virtually all on-street spaces and the municipal lot
spaces that were restricted to less than ten-hour parking.
Following are Map 4 (December 14. 2006 Peak Hour) and Map 5 (December 15.
2006 Peak Hour) illustrating the peak hour demand observed during the two-day
turnover and occupancy counts.
2.3.2
Turnover Results
On-Street 2-Hour Soaces
On-street spaces should have shorter parking time limits to encourage turnover and
provide enough availability for customers and visitors to the downtown area. Since
on-street spaces are the most visible they are generally considered to be the most
convenient. Ultimately, a parking district should provide enough shorter-term on-
street parking that is appropriately priced so that parkers are discouraged from
circling to look for parking and will consider parking that may be further away and
~ Rich and Associates, Inc.
!l!\;!;! Parking Consultants - Planners
2-3
Final
8-35
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Chula VIsta Downtown Parking study
less expensive. These short-term spaces would be most attractive to those visiting the
area for a specific purpose, such as eating at a particular restaurant, running an
errand or keeping an appointment with a specific provider in the area.
There were 1,123 vehicles observed parking in two-hour on-street spaces on the
Thursday December 14, 2006, survey date. Of the vehicles observed, 14 percent of
the vehicles parked at two-hour on-street meters were staying beyond the legal limit
on the Thursday survey date.
There were 1,124 vehicles observed in on-street spaces on the Friday survey date.
The results of the Friday survey were very similar to the results found on the Thursday
survey for the two-hour spaces except that there was a slight increase to about 1 7
percent who stayed longer than two hours. An acceptable rate for overtime parking
is approximately three percent. Therefore, Chula Vista has an unacceptably high
percentage of overtime parkers. This is likely related to inconsistent enforcement.
It is possible that some of the vehicles were observed twice in the same parking spot
(overtime parking) though they may not have exceeded the time limit. This would
have occurred if a vehicle parked just before it was observed and then left just after
the surveyor had passed the second time. We believe this occurred infrequently.
Another factor to consider is the turnover of spaces. Depending on occupancy
levels, we would normally expect a maximum turnover rate of four for two-hour
spaces. For the Thursday count, the turnover rate was 2.41 times, and during the
Friday count the turnover rate was 2.27 times. The observed rates for both days
appears reasonable, although the data collected during both days indicates that
Chula Vista is on the lower end of the turnover spectrum.
Off-Street 4-Hour Soaces
Off-street parking that has a longer time limit serves a different purpose than on-street
spaces with shorter time limits. Off-street spaces should be priced at lower meter
rates to encourage their use by customers and visitors who plan to stay in the area for
a longer period of time to potentially explore, shop and dine.
The four-hour metered spaces in off-street lots were observed for turnover as was the
lot adjacent to Fuddruckers and the metered spaces off the alleys. On the Thursday,
December 14, 2006, survey date about 12 percent of the vehicles parking at four-
hour meters stayed longer than four hours. This percentage is higher than what is
typically acceptable. On the Friday survey only four percent stayed longer than four
hours.
The turnover in these spaces on Thursday was 2.32 times, which was very close to the
on-street ratio observed for the two-hour spaces.
~
~ Rich and Associates, Inc.
~ Parking Consultants - Planners
2-4
Final
8-38
Chula VIsta Downtown Parking Study
Tables 28 (December 14. 2006 Tumover Summary) and 2C (December 15. 2006
Tumover Summary) provide a summary of the turnover count conducted on
December 14-15. 2006. For the complete results of the Turnover and Occupancy
counts. please refer to Exhibit 3 (Table 2D-December 14. 2006. Turnover and
Occupancy Table) and Exhibit 4 (Table 2E-December 15. 2006. Turnover and
Occupancy Table) at the end of the report.
Table 28
Turnover Summary December 14, 2007
Parking Turnover Summary (by type) On.Street & Off-Street Parking Off-Street Parkjng
2hr carlOno 4hr oarkina
Vehicles that remained 2 hours or less 964 (86%) 316 (73%)
Vehicles that remained between 2 and 4 hours 108 (10%) 67 (15%)
Vehicles that remained between 4 and 6 hours 30 (3%) 18 (4%)
Vehicles that remained between 6 and 8 hours 12(1%) 19(4%)
Vehicles that remained between 8 and 10 hours 9 (0.8%) 13 (4%)
Total number of vehicles analyzed 1,123 433
Source: Rich and Associates Field Observations, December 14, 2007
Table 2C
Turnover Summary December 15, 2007
Parking Turnover Summary (by type) On-Street & Off-Street Parking Off-Street Parkjng
2hr carkjna 4hr oarkina
Vehicles that remained 2 hours or less 929 (83%) 468 (90%)
Vehicles that remained betNeen 2 and 4 hours 121 (11%) 34(6%)
Vehicles that remained between 4 and 6 hours 29(3%) 9 (2%)
Vehicles that remained between 6 and 8 hours 28(2%) 6(1%)
Vehicles that remained between 8 and 10 hours 17(1%) 3(1%)
Total number of vehicles analyzed 1,124 520
Source: Rich and Associates Field Observatioos, December 15, 2007
2.3.3
Occupancy Results
The occupancy results for Thursday and Friday, December 14 and 15. 2006. were the
following:
Thursdav, December 14, 2006
. The peak occupancy for all on-street parking in the study area for Thursday
peaked at 65 percent between 3:00 P.M. and 5:00 P.M.
. The public off-street parking peaked at 60 percent on Thursday and occurred
from11 :00 A.M. to 1 :00 P.M.
~ Rich and Associates, Inc.
!\!\;.t\ Parking Consultants - Planners
2-5
Final
8-39
Chute Vista Downtown Parking Study
. On the Thursday survey date, the 3:00 P.M. to 5:00 P.M. circuit was only slightly
greater than the 11 :00 A.M. circuit with 53 percent occupied for the private
off-street spaces.
. Using a compasite of all parking areas, the Thursday survey day had peak
occupancy of 57 percent, which occurred from 11 :00 A.M. to 1 :00 P.M.
Fridav. December 15. 2006
. The peak occupancy for all on-street parking in the study area for Friday
peaked at 64 percent but this occurred during two time periods: the 1 :00 P.M.
to 3:00 P.M. circuit and the 7:00 P.M. to 9:00 P.M. circuit.
. The public off-street parking peaked at 59 percent on Friday and occurred
from 1 :00 P.M. to 3:00 P. M.
. On the Friday survey date, the 11 :00 A.M. to 1 :00 P.M. circuit was the peak
occupancy period at 58 percent for the private off-street spaces.
. The Friday survey day had a higher overall occupancy of 55 percent, which
occurred from 11 :00 A.M. to 3:00 P.M.
Park Plaza
. The Park Plaza parking structure had peak occupancy of only 41 percent on
Thursday from 11 :00 A.M. to 1 :00 P.M.
. The average occupancy of Park Plaza during the daytime was only 34
percent. With a total of 645 spaces in and around the structure, this
represents an underutilized resource.
Public Parkina Lots
. Lot 2 peaked at 88 percent occupied on the Thursday survey date and 86
percent on the Friday date.
. Lot 3 peaked at 77 percent occupied on the Thursday survey date and 87
percent on the Friday date.
. Lot 5 achieved 1 00 percent occupancy on both survey dates.
. Lot 8 peaked at 87 percent on Thursday but only 67 percent on the Friday
date.
. Lot 9 peaked at 90 percent during the 1 :00 to 3:00 P.M. circuit on the
Thursday date and achieved 1 00 percent occupancy on the Friday survey
date during the 9:00 A.M. to 11 :00 A.M. circuit
~ Rich and Associates. Inc.
!\:~t! Parking Consultants - Planners
2-6
Final
8-40
Chula Vista Downtown Parking study
RICH also prepared an update to the occupancy counts on March 8, 2007 since it
was believed that the counts taken in December might be lower due to the holiday
season. The data collected determined that the occupancies were very similar
between the December 14111 and 151112006, counts and the March 8, 2007, count.
Therefore, the December, 2006 survey dates were considered to be an average
period.
2.3.4 Occupancy Conclusions
. For both survey days the average occupancy during the daytime was about
57 percent.
. The on-street spaces had varying peak occupancies on both survey days.
. The municipal lots had slightly higher occupancy during the daytime hours on
the Thursday survey date compared to the Friday survey date. On Friday, the
evening occupancy was higher.
. The Park Plaza parking structure (identified as Lot #4 in the occupancy results)
is grossly underutilized. At peak time it only reached 41 percent occupancy.
. Based on the occupancies that were observed for the three count days and
Rich and Associates experience in other downtowns, we believe that there
would be a variance of approximately five percent to the overall peak
occupancy of 64 percent that was observed during the counts. This means
that we would expect occupancy of 69 percent to occur at the non-special
event or holiday peak time.
2.3.5 Permit Occupancy
The City of Chula Vista currently provides permit parking, which allows an employer or
employees to prepay for parking in designated areas, currently 10-hour meters. The
benefit to maintaining this program is that it provides the City with upfront revenue,
and when a 10-hour meter is unoccupied, the parking space can be used by
another non-permit vehicle. This results in additional revenue to the City in addition to
the permit fee received.
A separate survey was undertaken specifically to examine permit occupancy. This
task was completed on Thursday, February 15, 2007. For this survey, four circuits of
each of the ten municipal lots that had ten-hour meters was completed. A parking
permit displayed in a vehicle allows holders to park at ten-hour meters without paying
the meter. Observers recorded the occupancy of the ten-hour spaces as well as what
proportion had permits.
The results of the analysis of the 319 ten-hour meters showed that 78 percent of the
ten-hour meters were occupied during the two morning circuits with a maximum of 32
percent of those occupied spaces having permits. The results tor the afternoon
circuits peaked with 83 percent of the ten-hour spaces occupied but only about 25
~
~ Rich and Associates, Inc.
MS\! Parking Consultants - Planners
2-7
Final
8-41
Chula Vista Downtown Parking study
percent having permits. It should be noted that the survey date coincided with the
weekly Farmer's Market that is open every Thursday from 4-7 P.M. on Center Street
and Church Avenue.
Lots 9 and 1 0 had 1 00 percent occupancy of the ten-hour meters at certain points of
the day. In lot 10, there was an average of 80 percent with permits. For the ten
municipal lots included in the analysis, the average occupancy of the ten-hour
spaces was 80 percent during the four circuits. On average 29 percent of these were
permit-holders.
On the next page is Map 6 (Permit Occupancy), illustrating the results of the Permit
Occupancy study conducted on February 15, 2007. The complete results of the
analysis are included as Exhibit 5 (Table 2F-PelmIt Occupancy Results Table).
2.4 Parking Demand Calculation
This section of the report reviews the projections of current and future parking
demand in the study area. For the current condition, RICH completed a building
inventory and then estimated the amount of square footage by land use for each
block.
In order to calculate the parking demand for each block, different land uses for each
block are in general, multiplied by a parking generation rate specific for that land
use. RICH completed this using parking generation rates that were based on; the
results of the business manager and employee surveys in Chula Vista, RICH's
experience with parking studies, ULI data and ITE data. This process yields a set of
parking generation rates that are customized specifically to Chula Vista.
The ultimate goal however, was to developed a form-based parking generation rate
for Chula Vista. The form based parking generation rate is one rate for all land uses
that takes into account the existing parking generation rates but then makes
adjustments based on facts such as different land uses have different parking needs
based on the time of the day. As an example, restaurants typically require more
parking during the evening. Conversely, offices need less parking in the evening
when restaurants are at their peak. These examples demonstrate how shared parking
could serve two different uses. Both of these adjustments are used to calculate the
number of parking spaces needed. In addition, the level of alternate mode is a
factor in the adjustment.
The Urban Core Specific plan anticipated a form based parking generation rate of
2.0 spaces per 1,000 square feet of land use. RICH determined a rate of 2.37 spaces
per 1 ,000 square feet for all land uses in our model. While the ratio we determined
was higher than the 2.0 rate proposed by the UCSP, we believe that the results
support the UCSP ratio of 2.0 spaces per 1,000 square feet.
~
~ Rich and Associates. Inc.
!'-ls;,~ Parking Consultants - Planners
2-8
Final
8-42
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Chula Vista Downtown Parking Study
Rich applied the 2.37 rate to all existing land uses on each block of the study area.
Map 7 (Current Surplus and Deftclt Map) illustrates the block-by block surplus or deficit
of parking which takes the parking supply for a specific block and subtracts the
calculated demand to arrive at a surplus or defiCit. Please consult Exhibit 6 (Table
2G-Chula VIsta Current Parking Demand Projection) for the Parking Demand Analysis
matrix table, which summarizes the parking demand calculated by block for the
study area.
Using the 2.37 ratio for the overall study area, there is a calculated surplus of 1,293
spaces based on current conditions. However, this conclusion is based on the entire
study area. Map 6 illustrates the surplus or deficit of parking on each block in the
study area. The map illustrates that there are two blocks with particularly large
surpluses: Block 8 has a surplus of 621 spaces (Gateway Office Development) and
Block 11 has a surplus of 518 spaces (Park Plaza parking structure).
There are specific blocks that have deficits. Those blocks are 2,3,9,10,12,100,200,
and 300. These blocks, in general, are adjacent to, or within one block, of areas with
parking surpluses. As an example, blocks 2 and 3 are within one to two blocks of the
Park Plaza parking structure on block 11, which shows a surplus of 518 spaces.
There are specific recommendations in Section 3 hat will assist or promote the use of
parking areas that have available spaces such as 3.3.1-Park Plaza Improvement,
3.3.2-Marketing, 3.3.3-Signage, and 3.3.6-Paseos.
RICH compared the parking demand developed using the method above to the
occupancy counts conducted on December 14-15, 2006. Within the "primary study
area" which considers just the blocks north of "G" Street, RICH analyzed 95 percent of
the available on-street and off-street parking supply and found the occupancy to
peak at about 58 percent. The calculated parking surplus from the demand
projections for only the "primary study areo" is +393 spaces. The parking surplus from
the turnover and occupancy study from the "primary area only" was approximately
900 spaces. Based on this comparison it appears that the demand model is not
under-projecting parking demand using the 2.37 factor. In fact, this further supports
the 2.0 ratio in the UCSP.
2.4.1
ENA Development
At the time of RICH's review, there were four public parking lots identified as potential
development opportunities. Each of these sites has an approved Exclusive
Negotiating Agreement (ENA), which is entered into by the Redevelopment Agency
and developer to give structure to the negotiation process and identify a specify a
period of time during which the Agency will negotiate exclusively with the developer.
These sites are in Lots 3, 6, 9 and 10 and are shown on Map 9 (ENA Development
SItes) in Section 3.
RICH ran a parking demand and supply model for development of the ENA sites. This
model is included as Exhibit 7 (Table 2H-Future Parking Demand of ENA Sites
~ Rich and Associates. Inc.
No\;!! Parking Consultants. Planners
2-9
Final
8-44
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Chula VIsta Downtown Parking Study
Developed). The model for the entire study area reflecting the development of the
ENA sites shows that although there is still an existing surplus of parking spaces, that
surplus is reduced from 1 ,293 spaces to 1,1 1 9 spaces. This was the result of the loss
of existing surface parking spaces for the developments. The demand for the study
area did not change since it was assumed that each development would self-park,
meaning that it would provide the required parking spaces on site as part of the
development.
2.4.2
proJectecI Parking Demand under the Urban Core SpecIfic
Plan
RICH projected parking demand with a projected build-out of Third Avenue based on
the adopted UCSP. The projections assumed that each parcel along Third Avenue
would be developed to maximum build out utilizing the 2.0 floor area ratio (FAR) as
identified in the UCSP. The floor area was then divided allocated by land use; 40
percent residential, 40 percent commercial and 20 percent office space.
This model determined the following:
. Assuming maximum build out there would be total square footage of
1,445,205, compared to the estimated 950,680 square feet currently.
. The project increase in square footage results in a reduction in the parking
supply from 3,507 spaces to 3,012 spaces, reflecting the maximum build-out
on each parcel and the loss of parking behind buildings
The parking demand with the UCSP build-out was projected to be 3,425 spaces
compared to the estimated 2,258 currently. This would result in a projected deficit of
-506 spaces.
This projected deficit is at maximum build-out, as previously described. The reality is
that this density would likely never be achieved, therefore for planning purposes, this
should be considered an upper-limit parking deficit. For a complete analysis of the
projected build-out based upon the UCSP zoning standards, please refer to Exhibit 8
(Table 21-Parklng Demand Projections and Surplus and Deftclls for UCSP Mode~.
2.5 Operations and Enforcement
The parking operations in Chula Vista are primarily overseen by the Finance
Department. The Finance Department issues parking permits, oversees the Parking
District revenue and administers parking and meter maintenance. The Police
Department oversees parking enforcement.
==:~
~ Rich and Associates, Inc.
!\:1\;!! Parking Consultants - Pianners
2-10
Final
8-46
Chula VIsta Downtown Parking Study
There are two Parking Enforcement Officers (PEO) for the entire City. Signs are posted
indicating enforcement hours are from 9:00 A.M. to 6:00 P.M. Monday through
Saturday. According to the Police Department, one PEO works Monday through
Friday from 7:30 am to 4:30 pm. The other PEO works Tuesday through Saturday trom
9 am to 6 pm. Enforcement is primarily reactionary versus proactive because the first
priority is to respond to citizen complaints, and there is just not enough manpower to
cover the whole City. There are no set routes, but one PEO is responsible for territory
south of H Street and the other is responsible for the area west of H Street (which is
primarily downtown). In general however, we only observed the PEO's working in
pairs.
Table 2J below shows the number of overtime/expired meter tickets issued and the
revenue generated for the last three years. This revenue is deposited into the Parking
Meter Fund. The table covers through December 2006. The table shows a large
fluctuation in the number of tickets written. This can be attributed to fluctuations in
parking enforcement staffing and availability resulting in inconsistent enforcement.
Generally, we would expect the number of tickets written to be consistent from year
to year and possibly increasing slightly.
Table 2J
City of Chula VI&ta Parking TIcket StatIstIcs
Year
2004
2005
2006
# Issued
5,071
1,988
3,687
Revenue
$49,851
$42,185
$47,560
*Chula Vista Finance os of 02/07/2007
2.5.1
Parking Permits
Permits are sold through the City Finance Department and cost $54.00 per
quarter. Vehicles with permits can park in any of the City lots at ten-hour meters.
Money collected from the sale of permits goes into the parking meter fund. The
information provided below is a summary of the last three years and does not
include approximately 60 permits issued per calendar year for employees of the
Norman Park Senior Center.
Table 2K
City of Chula VIsta Parking Permit StatIstIcs
Year
2004
2005
2006
# Issued
655
577
612
ADDroxlmate Revenue
$35,370
$31,158
$33,048
*Infarmatian provided bv Chula Vista Finance Deoartment os of 09/1 0/07
~~
~ Rich and Associates, Inc.
~J;!! Parking Consultants - Planners
2-11
Final
8-47
Chula VIsta Downtown Parking Study
2.5.2
Regional Surveys
RICH attempted to contact communities in the San Diego County area to determine
what these communities charged for parking, what there fines were and how their
parking was managed. We received very few responses.
In general, only the City of San Diego and La Mesa charge for parking. The City of
Coronado also charges for parking, though they were not part of the RICH survey.
The City of San Diego has parking meter rates that range from $0.50 to $ 1 .25 per
hour depending on location and duration of meters. Parking time limits range from
four to nine hours.
The City of La Mesa has parking meter rates that range from $0.50 to $0.75 per hour
depending on location and duration of meters. Parking time limits range from two
hour to four hours. Permit rates range from $40.00 to $60.00 per quarter depending
on location.
Table 2L (Parking VIolation Benchmarking) below shows a comparison of parking fine
rates for the expired and overtime meters for selected communities; Encinitas,
Escondido, La Mesa, Carlsbad, Vista and Temecula. These fine rates were then
compared to the San Diego Counlywide Uniform Parking Fine Schedule (SDCUPFS).
The SDCUPFS is a fine schedule that was established in 1 995 that many San Diego
County municipalities have implemented. Overall, Chula Vista has the lowest fine
rates for expired meter or overtime meter parking.
Table 2L
Parking Violation Benchmarking
Chula
Vista Carlsbad Encinitas Escondida
Expired meter $12.00 nla nla $25.00
Overtime meter $12.00 nla nla nla
-Information from SDPPEC Parking Violation Penalty Schedule June 2005
Vista
nla
nla
La Mesa
nla
$25.00
San
Diego
$25.00
$35.00
San Diego
County Wide
Unformed
Parking Fine
Schedule
$50.00
$50.00
2.5.3
Chula VIsta Parking Rates
Parking rates in Chula Vista are low. When parking rates are low there is not an
incentive to follow the requlations, such as staying beyond the posted time, whether
one feeds the meter or not. Additionally, low meter rates generate less income to
cover the increasing costs of meter maintenance, parking lot maintenance and the
ability of the City to undertake parking capital projects. In general, the current
parking rates are low in Chula Vista, compared to downtowns of similar size and
composition. Concern regarding the low meter rates was expressed by stakeholders
on several occasions.
~ Rich and Associates, Inc.
B,!Q! Parking Consultants - Planners
2-12
Final
8-48
Chula Vista Downtown Parking Study
Please refer to Table 2M (Chula V\sIa Meter Parking Rates) below for a summary of
Chula Vista's current parking rates.
Table 2M
Chula Vista Meter Parldng Rates
On-street 30 minute meters $0.05 per 10 minutes
$0.10 per 20 minutes
$0.25 per 30 minutes
Token per 10 minutes
On-street 2 and 3 hour meters $0.05 per 10 minutes
$0.10 per 20 minutes
$0.25 per 50 minutes
Token per 10 minutes
Off-street 4 hour meters $0.05 per 30 minutes
$0.10 per 60 minutes
$0.25 per 150 minutes
Token per 30 minutes
Off-street 10 hour meters $0.05 per 30 minutes
$0.10 per 60 minutes
$0.25 per 150 minutes
Token per 30 minutes
* The last parking rates increase may have occurred in 1996.
Conclusion
In this section RICH reviewed the processes and results of the fieldwork that was
conducted to understand the existing parking dynamics in Chula Vista, determined
potential parking impacts based upan the recently-adopted Urban Core Specific
Plan, considered the impact of Exclusive Negotiating Agreements for several of the
public parking lots. and described unique factors to Chula Vista and the parking
district that were considered by RICH in their analysis.
This information should be considered when reading the findings and
recommendations presented in Section 3. as they provide the basis and context for
understanding them.
~ Rich and Associates. Inc.
!\:!,Q;! Parking Consultants - Planners
2-13
Final
8-49
Chula VIsta Downtown Parking Study
Section Three - Findings and Recommendations
The findings presented in this Section are based upon the fieldwork, research and review of
Chula Vista's present parking dynamics culminating in recommendations intended to
enhance the existing supply of parking through operational, management, configuration,
parking pricing and allocation changes aimed at increasing the efficiency of the parking
system. The recommendations provide a holistic approach to improving parking downtown
today and plan for the future growth in the downtown.
3.1 Parking Management
3.1.0 Downtown Parking DIstrict Status and Boundaries
Finding: The Downtown Parking District was formed in 1963 based upon a
citizen-initiated request. The purpose of the District was to fund improvements and
provide meters on the street to generate revenue and to help control parking. The
obligation to maintain the meters and continue to funnel revenue back into the
District ended in 1999, although the City has continued to utilize funds for parking-
related activities. Our research has determined that the revenue from the DPD has
gone to maintain parking areas, enforcement and other improvements.
While the obligation has been fulfilled, RICH recommends that parking meters remain
on- street and in the lots (along with multi-space meters). Maintaining the meters
helps to control employee or long stay parking at short stay spaces and it generates
revenue for the district to help fund enforcement, maintenance and other parking-
related operations.
Recommendation: Maintain the District and modify the boundaries. The north
boundary of E Street would remain unchanged. The east boundary should be
extended to Del Mar and the west boundary extended to Garrett. The south boundary
should be extended to H Street. Since Del Mar and Garrett do not run south through
to H Street, the east boundary south of G Street should be the alley east of Third
Avenue and the west boundary should run straight through blocks to H Street. Map 8
(Downtown Parldng DIstrIct Recommendation) on the next page shows the proposed
new boundary.
This expanded area will cover areas that may be impacted by changes to the
parking policy as well as including the Gateway project to the south.
Cost:
Zero
Revenue:
Additional revenue may be generated if the District
boundaries are modified.
ActIon Time:
Fourth Quarter of 2008
~ Rich and Associates, Inc.
= ~ Parking Consultants - Planners
R.I.f.1!
3-1
Final
8-50
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Chula VIsta Downtown Parking Study
3.1.1
Parking Staff
Finding: The management of the parking system is not effective. There is no
head or director of parking and there are several City departments that have direct
or indirect involvement in parking such as Finance, Police Department, Planning and
Community Development. There is not one primary point of contact for stakeholders.
Having the parking function handled by several City departments works well for small
communities with limited parking. However, Chula Vista's parking system is becoming
larger and more cumbersome to manage using the interdepartmental approach.
Additionally, there are decisions made concerning parking operations, and budgets
that are based on normal best practices. The role of the Finance Department in
parking needs to be limited and decisions on the operations and budgets needs to
come from someone who has as part of there job description parking operations and
are then able to devote more time to parking issues.
The lack of management and a designated coordinator has resulted in a lack of
cohesive planning for parking and policies that have not addressed the gamut of
parking issues within the District.
It was also noted that there are several stakeholder groups that have an interest in the
parking both within the District and the City in general. These groups are TAVA,
Chamber of Commerce and the PBID.
Recommendatlon: Implement a two-phase approach for the management of
parking in Chula Vista.
Phase One should include the following:
1. Form a Parking Advisory Committee (PAC) consisting of members of the business
community, TAVA, Chamber of Commerce and City staff. The PAC will advise city
council on the implementation of the parking plan, review proposals for parking
improvements and requests for changes to the systems such as time duration
limits, allocation of parking etc. As an option, include one city council and one
redevelopment member to the PAC. Though the majority of the parking issues are
within the Downtown Parking District, the PAC should cover all issues concerning
parking in Chula Vista.
2. Appoint someone from the City's Community Development department as Parking
Director. As Parking Director, this person will be responsible for coordinating the
various departments that deal with parking such as Finance, Police, and Public
Works. This person would also be the coordinator of the PAC. Though this covers
parking outside the Downtown Parking District, the majority of the issues concern
the District.
3. Establish a separate parking enterprise fund that would take in the revenue from
parking operations. There would be a separate budget prepared for parking
~. Rich and Associates. Inc.
-= ~ Parking Consultants - Planners
!1~!!
3-2
Final
8-52
Chula Vista Downtown Parking Study
including normal operating expenses, capital expenses, and projections of
revenues from parking meters, multi space meters, permits and fines. This would
include all of the parking in Chula Vista.
4. Incorporate TAVA into the marketing program.
Phase Two should consider and may include:
1. Transfer the management of the parking system from city staff to an outside
management firm or another organization such as TAVA.
2. Continue the Parking Advisory Committee. A person from Community
Development should remain involved and be responsible for directing the PAC.
Cost:
Will involve city staff time that should be assigned to the
parking operations.
Revenue:
None
Action TIme:
Fourth Quarter of 2007- Appoint Interim Parking Director
First Quarter of 2008- Establish Parking Committee i
3.1.2
Parking Enterprise Fund
Finding: The District has no obligation to continue to use funds generated by
parking meter revenue and fines on parking-related activities (i.e. maintenance,
repairs and capital improvements).
Recommendation: Treat the parking revenue as an Enterprise Fund and place all
revenue generated from the Downtown Parking District into this fund and direct that
these monies will only be utilized for parking expenses and improvements within the
District.
The City should put all net revenue from parking less what the general fund will
receive in 2007 into a parking fund. The General Fund would be capped at the 2007
level and all additional net revenues would go into the parking fund. This fund would
be used for capital improvements to parking.
Cost:
Zero
Revenue:
None
ActIon TIme:
Fourth Quarter of 2007
3.1.3
Parking Education
Finding: As with many communities, there is a general lack of awareness of
parking facts within the Chula Vista community. This is evidenced by the amount of
3-3
Final
::::;~ Rich and Associates, Inc.
=:;::: Parking Consultants - Planners
!'J.f!!
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Chula VIsta Downtown Parking Study
overtime parking at short-term meters by employees. In general, there needs to be
an education campaign that continually stresses the costs of parking, what the
regulations are for enforcement, transit options and the vision of a walk able
community. Without a continual education campaign, many of the
recommendations in this report will be difficult to successfully implement.
Recommendation: Incorporate the education program into the marketing
recommendations. This involves including information in mailers and print ads to
business ownerS/managers and employees and conducting presentations to local
organizations.
Cast:
Zero
Revenue:
None
Action TIme:
Fourth Quarter of 2007
3.2 Parking Policies
3.2.0 City Parking Policies
Finding:
Other than the in-lieu fee policy, the City has no parking policies.
Recommendation: Parking Policies need to be developed and updated as the
downtown evolves. Policies should be established for overtime parking, enforcement
strategies, parking allocation and charges for parking. The overtime parking should
address "shuffling from one short term space to another. Parking enforcement
strategies could include how routes are established, time periods that meters are
enforced and how rigorous enforcement will be. Parking allocation policies could
include the number of permits sold, whether permits should be sold for specific lots,
the time limits for short term parking in various lots etc. Finally, policies on parking
charges could reflect variable parking rates based on location (concentric parking
charges that reflect lower rates for parking that is farther away etc) and based on
length of stay.
Cast:
Zero
Revenue:
None
ActIon TIme:
Third Quarter of 2008
3.2.1
In-Lieu Fee
Finding: The in-lieu fee policy has been in place since 1980. The formula to
calculate the fee is based upon a percentage of construction costs, which is not
standard. The formula is confusing to use. RICH requested historical data from the
City with respect to monies that were taken in by the fund for the in-lieu fee and
3-4
Final
~ Rich and Associates, Inc.
=:3~ Parking Consultants - Planners
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Chula VIsta Downtown Parking Study
expenditures from the fund and determined that the fees received were spent
appropriately for the development and maintenance of parking. There were
numerous concerns expressed by stakeholders about how the funds had been spent
and what the total for fees that were collected.
Recommendallon: The in lieu fee system should be retained. The cost per space
should be indexed to the cost of the construction of one parking space in a parking
structure as opposed to the present model. A per space fee of 25 to 50 percent of
the cost of a structured space at the low end of today's cost ($15,000 per space on
the low end) would range from $3,750 to $7,500 per space.
At the end of each year a report should be prepared on the money received in the
in lieu fund, an accounting on how the money was spent that year and the
balance in the fund at the year end.
It needs to be stressed that the in lieu fee is not an entitlement to a space, nor does
it eliminate the need for the business to pay the normal parking charges. This
message needs to be consistently given.
Cost:
Minimal cost, some staff time
Revenue:
Additional revenue based on development
Acflon Time:
Third Quarter of 2008- Review and revise policy
Annually- Review of policy, preparafion of accounting, and
dissemination of information to the public to occur annually
Table 3A (In Ueu Parking Fee Reconciliation). on the next page, shows the payments
made into the fund and interest income and expenditures paid from the fund. Based
on data provided by the City's search, RICH determined that there was a total of
$509,742.80 paid into the fund and $493,125.04 was paid from the fund. The
expenditures from the fund were made for land acquisitions and construction of
surface lots on those properties. Based on this, RICH believes that the funds fhat were
paid into the account were expended for parking acquisition and improvements that
benefited the District directly. Based upon the information provided, there were no
inappropriate expenditures. There does need to be an annual reporting of the in-lieu
fee to stakeholders.
3-5
Final
~ Rich and Associates, Inc.
_ ~ Parking Consultants - Planners
~,f1!
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Chula Vista Downtown Parking study
Table 3A
In LIeu Parking Fee Reconciliation
Revenue From In LIeu Fee
Payments
$7.025.00
$ 1 9.250.00
$83.125.00
$21.875.00
$65.800.00
$0.00
$19.775.00
$0.00
$0.00
$0.00
$26.250.00
$ 150.500.00
$28.379.16
$3.500.00
$0.00
$0.00
$0.00
$425,479.16
FY 1 983
FY 1984
FY 1985
FY 1986
FY 1987
FY 1988
FY 1989
FY 1 990
FY 1991
FY 1 992
FY 1993
FY 1994
FY 1995
FY 1 996
FY 1997
FY 1 998
FY 1 999
Total Revenues
Expenditures From In LIeu Fund
FY 1984 $875.00
FY 1990 $126.500.00
$1.660.00
$103.326.91
$127.012.70
$24.76
$600.67
$ 134.000.00
FY 1991
FY 1 992
FY 1994
FY 1 996
FY 1997
Total
Expenditures
Interest Income
$0.00
$0.00
$6.072.94
$6.978.93
$7.895.12
$11 .737.94
$12,463.34
$17.345.11
$5.397.69
$1.939.00
$0.00
$2.200.50
$6.470.53
$4.319.18
$461.43
$457.73
$524.20
$84.263.64
Total
$7.025.00
$19.250.00
$89.197.94
$28.853.93
$73.695.12
$11 ,737.94
$32.238.34
$17,345.11
$5.397.69
$1.939.00
$26.250.00
$ 152,700.50
$34.849.69
$7.819.18
$461.43
$457.73
$524.20
$509,742.80
Refund of fees
Centre Parking
Landis Parking
Landis Parking
Church and Center
Municipal Parking
Church and Center
Reimbursed to Other Agencies
Dlflerences of Revenues over Expenses
$493,125.04
$16,617.76
~ Rich and Associates, Inc.
=~ Parking Consultants - Planners
!1~~
8-56
3-6
Final
Chula VIsta Downtown Parking study
3.2.2 Valet Parking
Finding: Valet parking is currently not used in Chula Vista.
Recommendation: The City should have a policy in place for regulating how valet
operations would be run and where vehicles are parked. This policy should include
using public parking areas and private off-street lots as valet parking storage and on-
street spaces for vehicle drop off and pick up. The policy should specity rental
charges for on-street parking stalls used for pick-up and drop-off by valet operators
so that the operator can rent as many or as few stalls as they need for their operation.
Overall, the policy should specify valet operation standards, the use of and design of
permissible signs, on-street parking stall rental charges and the necessary parking
area lease agreements with private parking owners or with the City to provide the
valet with evening parking privileges. Further to that the policy, the agreement
should specify penalties and or the revoking of the valet operator's license for
violation of the policy regulations.
Cost:
Minimal
Revenue:
None projected
AcIIan TIme:
Third Quarter of 2008- Enact ordinance allowing and regulating
valet services
3.2.3
Residential Parking Permit
Finding: There is currently no residential parking permit policy. With the proposed
increases to parking rates and the increase in enforcement of parking, there is the
potential that parkers, especially employees may decide to park further away for free
on-street parking. This could cause increased parking in the surrounding residential
neighborhoods. Should this occur, a residential parking permit program may be
required.
Recommendation: The City should prepare a residential parking program policy
and possibly an ordinance if the need arises. The policy would generally state that
when residents notify the City of a parking problem, the City will canvass the
neighbors on one side or both sides of the affected blocks or blocks and if a
significant majority agree to the program, the City would erect signs, give (or sell)
permits to residents and allow for limited guest parking based on additional input
from the residents. Generally, two hour parking is allowed within certain times and for
visitors who will stay longer, placards can be given (sold) to residents for their guest
parking.
Cost:
Minimal for supplies and staff time
3::l. Rich and Associates. Inc.
-=::;:: Parking Consultants - Planners
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Chula VIsta Downtown Parking study
Revenue:
No net revenue projected
ActIon Time:
Third Quarter of 2008- Prepare policy and/or ordinance
establishing procedure for residential parking permits services
3.2.4
Reporting to Communl1y
Finding: There is no established process for information sharing between the City
and stakeholders. This has led to mistrust and confusion about parking policies and
enforcement.
Recommendation: An annual report should be prepared for the community on the
status of the parking operation. The report should cover and accounting of income
and expenses. details on enforcement including number of tickets written and fines
collected. accounting of meter and permit revenue and any management and
policy issues.
Cost:
Minimal cost. some staff time
Revenue:
None
ActIon Time:
Annually-Report prepared and presented
3.3 Parking Operations
3.3.0 Parking Revenues and Expenses
Finding: Parking revenues in general have been erratic. reaching a peak in
2004 but then dropping to only $298.066.00 for 2006. Parking permit revenue rose
from 2002 through 2005 but then dropped by about 23 percent. Meter revenue also
rose every year from 2002 until 2005. In 2006 though there was a 1 7 percent drop in
meter revenue.
Parking citations were about $83,000 in 2002 but dropped every year thereafter and
reached a low of about $47.000 in 2005. This is a about a 56 percent decrease.
Parking citation revenues did rise in 2006 though by about 22 percent. Expenses
have also been up and down. Expenses peaked in 2003 at $354.920 and hit the
lowest point in the most recent operating year (2006) with $231 .540 in expenses. In
general there was no explanation for the variances in the trends in either revenues or
expenses.
As of June 30, 2007, the unaudited parking fund balance was $137.430. but only
$31 .401 was considered available funds due to the remainder being designated as
funds for contingency. The fund balance represents the accumulated annual excess
of all sources of parking revenue including meter revenue, permits and fine revenue
less all parking related expenses.
~ Rich and Associates, Inc.
= -.:: Parking Consuitants - Planners
~~!!
3-8
Final
8-58
Chula Vista Downtown Parking Study
RICH received parking revenue and expense data from the City for the DPD for the
last five years. Table 3B (Historical Parking DlsIrIct Parking Revenue and Fees) is the
compilation of this data.
Table 3B
Historical Parking Dlslrlct Parking Revenue and Fees
FY2oo5- FY 2004- FY 2003- FY20Q2- FY 2001-
2006 2005 2004 2003 2002
Revenue
Permits $27,402.00 $35.996.00 $33,015.00 $27,681.00 $26,154.00
Parking Citations $53,728.00 $46,939.00 $65,830.00 $69,067.00 $83,211.00
On-Street
Parking Meters $147,467.00 $176.527.00 $171.915.00 $158,150.00 $153,896.00
Off Street
Parkina Meters $69,469.00 $88.314.00 $81.559.00 $75.616.00 $74,434.00
Total Revenue $298,066.00 $347.776.00 $352,319.00 $330.514.00 $337,695.00
Expendnures
Personnel Services $22.077.00 $39.351.00 $38.941.00 $87,487.00 $88,850.00
Supplies and Services $24,421.00 $38,450.00 $46.954.00 $54,484.00 $30,299.00
City Staff Services $185.042.00 $232,126.00 $215,904.00 $212,949.00 $194.512.00
Total Revenue $231 ,540.00 $309,927.00 $301,799.00 $354,920.00 $313.661.00
Recommendation: Prepare a Parking District Operating Budget that projects
appropriate operating and expenses for the District. An annual report should be
prepared for the community on the status of the parking operation. The report would
cover the income and expenses. details on tickets written and collected, money
collected from meters and permits and then management and policy issues. In
addition. the City should track costs on a line item basis in order to establish trends for
budgeting.
Cost:
Minimal for supplies and staff time.
Revenue:
None
Action TIme:
Annually- Operating Budget and Report prepared
3.3.1
Marketing
Finding: The City does not have a marketing program for the Parking District.
TAVA has provided limited marketing of the parking district.
Recommendation: RICH recommends that an on-going and budgeted parking
marketing program be developed. The program should be funded by the parking
system and could be implemented by the Third Avenue Village Association under the
direction of the Parking Advisory Committee.
~ Rich and Associates. Inc.
-=:;;:: Parking Consultants - Planners
!,:}~l,!
3-9
Final
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Chuta VIsta Downtown Parking Study
The marketing plan should include direct mailings, brochures, maps, and on-line web
page as part of the City's web site or articles in magazines. Parking information
should be included in each TAVA newsletter. This would repeat information on
employee parking and reinforce that on-street and short stay spaces in off-street lots
are for customer/Visitor use. Also, the marketing effort would include bringing business
on board for the parking validation system and then marketing the availability of this
system to the public.
Information contained in the marketing material should include location, up-coming
changes, pricing, regulations, fine payment options and any other information
relating to the parking system.
Cost:
Budget $' 5,000 per year for on-going marketing efforts.
Revenue:
No revenue can be projected though the marketing
campaign should increase revenue.
ActIon TIme:
Third Quarter of 200B
3.3.2
Slgnage
Finding: The City is lacking overall in a comprehensive and coordinated sign
program. There are parking way finding signs in Chula Vista though they are not all
the same shape, color or text. The signs do not lead all the way to the parking areas.
The lots do not have Location/Identification signs, telling where a parker he/she is in
downtown and what types of parking are permitted.
Recommenc:latlon: RICH recommends that a comprehensive sign program be
developed, including the four types of parking signage: direction, location,
identification, and pedestrian way finding. Examples of these are shown on the
following pages.
Way finding should be addressed for both vehicles and pedestrians. There are four
fundamental signs for way finding beginning with introduction signs that designate a
symbol and color to look for when seeking a parking area. The next level of signs
assists peaple to find the downtown area. Location and directional signs direct
people once downtown to specific areas or districts.
Identification and location signs are used at the entrance to specific parking areas to
indicate the name of the parking area. All parking areas should have a unique
designation, such as a name and color to help visitors and customers to orient
themselves and remember where they parked. Identification and location signs are
commonly combined to create one sign thus reducing the number of signs. Parking
area identification should also include a concise description of who can park there,
how much it will cost and how long they can park.
3-10
Final
~ Rich and Associates, Inc.
4 Parking Consultants - Planners
~.f,!!
8-60
Chula Vista Downtown Parking S1udy
Cost:
10,000 to $50,000 depending on signs, how many, and
design.
Revenue:
Additional revenue may be collected, but cannot be
projected at this time.
ActIon TIme:
Third Quarter of 2008
Examples of Parking Signs by Type
ldenflftcatlon
This
identification
sign has 4"
text lettering.
The parking
symbol or
identification
logo is
approximate
Iy 26 inches
in height.
~ Rich and Associates, Inc.
=--:: Parking Consultants - Planners
!1I's!!:
8-61
3-11
Final
Chula Vista Downtown Parking Study
This is an example of combining a vehicular and pedestrian way finding sign.
The use of a map for the pedestrian way finding is very beneficial.
3-12
Final
~ Rich and Associates, Inc.
=:;:: Parking Consultants - Planners
fi.~l.!
8-62
Chula Vista Downtown Parking Study
1he general qualllles of good s1gnage Include the following aspects:
. Use of common logos and colors.
. Placement at or near eye level.
. Use of reflective, durable material.
. All four types used in conjunction to guide motorist and pedestrian activity.
. All entrances to the downtown need to have introduction signage.
. All parking areas need to have identification signage.
. All routes through the downtown need to have directional and location
signage.
. All pedestrian routes to and from major customer/visitor parking areas need to
have way finding signs.
. The identification signs located at parking areas need to convey parking
rates, hours of operation, maximum durafions, and validation availability.
DesIgn Specific Crtterla Recommendations:
. In general, sign lettering should be four inches in height. Smaller lettering may
be difficult to see and cause traffic slow-downs as drivers read signs before
entering a parking area.
. Depending on the location for the signs, some may need State Department of
Transportation approval before installation. The City Engineering Department
will need to be consulted on specific locations that fall under State control
and the various regulations that may need to be met.
. Logos and sign colors can be customized to suit the communities desired
design criteria. The important element is to be sure that signs can be read
easily by being a distinctive color that stands out from background colors of
adjacent buildings.
. The signs colors and logos need to be consistent for ease of understanding
and quick visual reference by drivers.
. Sign programs are usually best undertaken at a City-wide level to include all
the City's signs. The comprehensive nature of a large- scale sign program
helps ensure that all forms of way-finding signs (vehicular and pedestrian) are
taken into account.
. Vehicular way-finding needs to be laid out initially in a coordinated fashion to
determine what the preferred entry points to the community should be. Often
directed traffic flow is a more efficient option that allows the community to
take advantage of planned vehicle routes and entry points. A key 'rule of
thumb' is that fewer, well thought out and well placed signs are far better than
too many signs scattered randomly throughout a community.
. Vehicular way-finding should include direction arrows to key destination
places such as theaters, museums, shopping districts, etc., used in conjunction
with the parking direction signs to allow a driver to quickly orient them selves to
3-13
Final
~ Rich and Associates. Inc.
=;::: Parking Consultants - Planners
~!f.B
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Chula VIsta Downtown Parking Study
their destination and best parking options. Arrows should always be oriented
to indicate forward. left or right movement. Reverse arrows or arrows indicating
that a destination has been passed should be avoided to reduce confusion.
3.3.3
Condition of CI1y Parking Lots
FInding: In general the parking lots need attention. There are several parking
areas that have broken or missing lights. and some that need additional lighting.
Parking stall striping, and signage in general needs to be redone. In all cases the
meters are in bad condition and the meter poles need painting.
RICH reviewed each parking area and the findings from that review are included in
Table 3C (Parking Lot Condition Assessn .ent) on page 3-15.
Recommenc:lallon: Make the following improvements and upgrades.
. L1ghnng: Lighting needs upgrading in lots 2.3.4, and 1'. In some cases there
is insufficient lighting and in lot 3 for example there are missing lights.
. StrIplnglPalnnng: Lots' . 2, 5, 6. 9. and' 0 need re-striping. In general, the lots
should be re-striped every year or every other year as needed.
. Slgnage: Recommendations for signs are covered in more detail in 3.3.2, but
overall, there need to be identification signs identifying public parking areas and
the type of parking available and way finding signs to assist the parker in finding
their destination.
. Lot Surfaces: Lot 5 needs to be resurfaced and any depressions filled and
compacted. Lot 2 had several depressions that need to be filled and that part of
the lot surfaced.
. Lanclscaplng: Landscaping needs to be maintained such that shrubs and
small trees are pruned so that someone cannot hide behind them and possible
attack a pedestrian.
Cost:
No estimates were made at this time. Additional analysis must
be completed to quantify and qualify the improvements that
are required.
Revenues:
None
ActIon TIme:
Third Quarter of 2008-Analysis of facilities
Fourth Quarter of 2008- Prepare specifications and bid
First and Second Quarter of 2009-lmplement
~ Rich and Associates, Inc.
_~ Parking Consultants - Planners
!\~!!
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Chula VIsta Downtown Parking Study
Table 3C
Parking Lot Condition Assessment
LoI# Lights strIplna Slanaae Surface Landscaping Metell
1 No lighting needs 10 signage need Surface ok, ok Paint poles or
painting improvements had wheel stops add signs
surface has some
Only one pole, needs 10 signage need depressions that Paint poles or
2 may not be painting improvements could be ok add signs
enough hazardous,
. overlay surface
Some missing
lights with "Old 10 signage need surface ok, Paint poles or
3 Style" poles, ok Improvements curbing ok ok add signs
appears to be
adequate
Needs exterior Concrete rehab
4 Lighting needs ok and interior necessary , ok N/A
upgrade signage especially on root .
deck
Surface in bad
5 One light pole is needs 10 signage need condition, needs ok Paint poles or
sufficient painting improvements tilling and overlay, add signs
curbs ok
6 No lighting needs 10 signage need Surface ok, ok N/A
painting improvements curbing ok
Has "Old Style "
7 lighting, appears ok 10 signage need surface ok, ok Paint poles or
ok improvements curbing ok add signs
Has "Old Style "
8 lighting, ok 10 signage need surface ok, Very well Paint poles or
appears improvements curbing ok landscaped add signs
ok
9 One light pole needs 10 signage need surface ok, ok Paint poles or
appears sufficient painting improvements curbing ok add signs
10 One light pole needs 10 signage need surface ok, ok Paint poles or
appears sufficient painting improvements curbing ok add signs
Has "Old Style "
lighting, may not 10 signage need surface ok, Paint poles or
11 be sufficient ok ok
lighting due to improvements curbing ok add signs
location at poles
3-15
Final
~ Rich and Associates, Inc.
= ~ Parking Consultants - Planners
!11~};!
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Chula Vista Downtown Parking S1udy
3.3.4
ExIsting Parking Area Configuration
Finding: RICH reviewed the design and layout of each of the City's parking lots.
In general, all of the parking areas are laid out as efficiently as possible. The
exception is Lot 6, which due to the entry/exit configuration causes parkers to enter
the lot from Madrona and the alley going the wrong way down the alley.
Recommenc:lallon: There are no recommendations at this time. If Lot 6 is not
redeveloped. then the entry/exit issue should be addressed. Possible options
include removing the one-way designation in the alley thereby increasing access
through the alley or create an entry/exit off of Madrona, although this would
potentially reduce the capacity of the lot.
Cost:
Zero
Revenue:
None
AcIIon TIme:
Second Quarter of 200B-Analyze Lot 6
3.3.5
Paseos
Finding: Some of the paseos need improvement as they are not inviting for
pedestrian use because. Many are not well-lit and lack way finding and
identification signage. Additional improvements such as landscaping and painting
would help create a more pedestrian-friendly atmosphere.
These paseos are an integral part of the parking system, especially when downtown
blocks are long. They help cut down on the distance customers and visitors have to
walk to and from parking, thus making the parking lots more viable and attractive.
The paseos are a severely underutilized asset for the District that need to be improved
and then marketed to the public.
Recommendation: Install signage to better identify the paseos (refer to signage
recommendation). It is important for a customer/Visitor to quickly identify their
destination once they have parked their vehicle. Signage leading from the parking
area to the downtown will create a positive experience for employees and
customers, especially new visitors in the downtown.
Consider using murals and landscaping in the paseos to create more inviting walking
experience from the parking lots to the businesses on Third Street. These walkthroughs
must be well lit and inviting for people to use them. There are some paseos in the
downtown that have shops lining the walkway. This makes the walking experience
inviting and interesting.
Cost: Budget $10,000- $100,000 depending on landscaping. The costs for
changes to the paseos could be paid for by TAVA and the Pbid.
3-16
Final
:::;~ Rich and Associates. Inc.
-= ~ Parking Consultants - Planners
ltJ.fll
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Chula VIsta Downtown Parking study
Revenue:
Additional revenue may be collected. but cannot be projected at this
time.
ActIon TIme: Fourth Quarter of 2008
The picture on the right is an inviting well-lit paseo in downtown Chula Vista.
The paseo on the right is also downtown but needs lighting and art to create a more inviting space.
A good example of an inviting paseo with good lighting, landscaping and a mural.
~ Rich and Associates. Inc.
-=::: Parking Consultants - Planners
~~!!
3-17
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Chula VIsta Downtown Parking Study
3.3.6 Validation System
Finding: There is currently no validation system in place.
Recommendation: As a part of the overall marketing plan. RICH recommends
that the City institute a parking validation system. This can take several forms with
the goal of giving businesses ways to offer free parking to their visitors or customers.
With the recommended electronic parking meters and multi space meters, we have
recommended a value card option. The value card allows parkers to prepay for
parking by allotting a certain dollar amount on the card. In the scenario of the
validation system, a business could purchase cards from the City that they could
then in turn give to their customers or visitors for future use. In addition. the card is
rechargeable and can be recharged at any of the multi-space meters and City
Hall.
Cost:
Upfront costs of validations may run from $3,000 to $5.000
Revenue:
No revenue increase can be projected though the validation
should help increase revenue
ActIon Time:
First Quarter of 2009
Finding: The Parking Enforcement Program in downtown
Chula Vista is not functioning at optimal efficiency. The Parking Enforcement Officers
(PEO) do not just enforce parking within the District. They enforce other parking
regulations outside the District as well. The posted times of enforcement are Monday
through Saturday from 9:00 A.M. to 5:00 P.M.. but the officers are not scheduled to
enforce parking in the District during this entire time. There do not appear to be set
routes or beats for the PEOs to follow every two hours, thus creating an inconsistent
and sometimes haphazard enforcement of parking. RICH staff observed PEO's
working in pairs. During the last few years. the Finance Department has reported that
only .75 of a PEO has been dedicated, and paid from, the District.
3.4 Parking Enforcement
3.4.0 Parking Enforcement Staffing
Recommendation: Enforcement optimizes the efficiency of existing parking and has
the potential to increase fine revenue. For enforcement to operate at optimal
efficiency there needs to be personnel dedicated to parking enforcement. II is a key
component of enforcement that the officers cover a route and consistently check
vehicles. In all cases PEOs should use a hand held ticket writer to conduct license
plate checks and monitor when vehicles are staying beyond the allotted time or
shuffling their vehicle to avoid receiving a parking citation.
3-18
Final
:~ Rich and Assaciates. Inc.
=:;:: Parking Consultants. Planners
!1I~tl
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Chula Vista Downtown Parldng study
Cost:
Budget $70.000 for an additional full-time position including
salary and benefits. This estimate is based upon the estimated
current cost to fund a full-time PEO at the City of Chula Vista.
Revenue:
Based on current fine rates and collection rates. the fines are
projected to be $63.700. With the proposed increased fine
rates the projected revenue is estimated at $75.100 for the first
year and $88.000 for the second year, based upon a projected
increase of 15 to 20 percent in the number of tickets issued.
ActIon Time:
First Quarter of 2009
3.4.1
Handheld TIcket Writers
Finding: The Chula Vista Police Department uses handheld ticket writers to issue
parking tickets. Currently these devices are not being used to their full potential. This
results in less than optimal enforcement since information is not readily available to
the parking enforcement officers.
Handheld ticket writers can be used to enforce activities such as shuffling from space
to spoce, meter feeding and people not poying tickets. These ticket writers can also
record the number of tickets a vehicle has received as well as any outstanding
tickets. They can also be updated with information such as stolen vehicles and
warrant information. Properly used, handheld ticket writers increase the efficiency of
the overall parking system.
To most effectively utilize the ticket writers, an enforcement route needs to be
established and followed every two hours during Chula Vista's enforcement period of
Monday through Saturday from 9:00 A.M. to 6:00 P.M. The handheld ticket writers
should be utilized to record the license plate of each vehicle parked in short term
parking and input into the handheld. The enforcement officer. can then use the
handheld to determine if a vehicle has moved or if the parking meter is being fed
beyond the two-hour time limit.
Recommendation: Upgrade the system used in the handheld ticket writers to allow
them to record and track license plates, provide information about outstanding tickets
and number of tickets received, and data regarding stolen vehicle and warrant
information.
Cost:
Esnmatec:l at $40.000. although the costs need to be determined
bosed on a written specification of the requirements that the
supplier can review and respond to with a cost.
Revenue:
The specific revenue increases that could be anticipated from
upgrading the software to accomplish the different goals are
projected to result in at least a 1 0% increase in the number of
tickets written. Based on current fine rates and collection levels,
this would increase the fine revenue to $52,300. With the higher
3-19
Final
~ Rich and Associates. Inc.
-= ~ Parking Consultants - Planners
N~ti
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Chula Vista Downtown Parking study
fine rates proposed in #3 below the projected fine revenue
could be $69,900 the first year and $81,100 the second year.
ActIon TIme:
First Quarter of 2008- Prepare specifications and Issue Request
for Proposals
Second Quarter of 2008- Enter into contract with vendor and
have software changes completed
3.4.2
OVertime Parking Fine
Finding: Chula Vista's overtime parking fine of $12.00 is not currently high
enough to discourage parkers from knowingly violating parking regulations. During
the turnover and occupancy study RICH observed many vehicles staying beyond the
posted times both on-street and off-street.
If violators knew that regular enforcement occurred in the District and received tickets
for infractions, an increased fine would aid in decreasing the number of violators.
8ecause enforcement is inconsistent, many parkers are willing to violate the parking
regulations because they know that even if they receive a ticket the fine amount is still
significantly lower than buying a parking permit or consistently feeding the meter.
Encouraging patrons to use parking as designated by the parking regulations and
pay for their parking increases the efficiency of the system, thus effectively providing
more parking opportunities in the downtown area. Fine income will increase and aid
in updates to the parking system.
Recommendation: Increase the overtime parking fine from $12.00 per infraction to
$50.00, consistent with the Parking Violation Penalty Schedule, as prepared by the
San Diego Parking Penalties Executive Committee in June 2005. Most cities within the
County have adopted this tee structure.
Additionally, the fine should increase from $24.00 to $75.00 if the ticket remains
unpaid within the thirty- day repayment period.
Cost:
None
Revenue:
Assuming the percentage of tickets paid remains the same,
there are no more additional tickets written per year (use 2006
as base), the estimated first year revenue is projected to be
$62,650 and second year at $73,300. Assuming handheld
updated software for the ticket writers in #1 above the fine
revenue is projected to be $69,900 the first year and $81.100
the second year.
ActIon TIme:
Implement First Quarter of 2008
3-20
Final
a: Rich and Associates. Inc.
=~ Parking Consultants - Planners
!':1'sI!
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Chula VIsta Downtown Parking study
3.4.3
Multiple TIckets
Finding: Currently Chula Vista .issues multiple tickets for the same day violations
of expired meters. This policy is consistent with the policies of many other
communities surveyed by RICH. Similar to graduated fines, multiple tickets for the
same infraction also aids in discouraging individuals from knowingly violating parking
regulations as an alternative to paying for parking. The use of handheld computer
technology compliments this effort as the software tracks license plate information
and the infraction particulars. The ticket writer can then identify were multiple
infractions occur and issue tickets accordingly.
Recommenc:latlon: This policy should be continued because it encourages
individuals to adhere to parking regulations. For example, a parker will not park all
day at a two-hour meter since he/she will receive multiple tickets, resulting in fines.
This ensures appropriate turnover rates and provides more parking to customers and
visitors
Cost:
None
Revenue:
No projected increase
ActIon TIme:
Currently in place
3.4.4 Courtesy TIcket
Finding: There is currently no courtesy ticket issued for first time violators.
Recommenc:latlon: RICH recommends that from a public relations standpoint Chula
Vista should issue courtesy tickets for the first offense of a non permit vehicle. With the
recommended enhancements to enforcements, customers and visitors who
mistakenly stay beyond the meters time length may be ticketed resulting in a
negative image for the downtown. The parker need to be informed of parking
regulations as well as parking areas that have longer stay meters or in the case of
Park Plaza, free parking.
This would require utilizing the handheld units currently used for enforcement and the
storage of data for a longer period of time. If a vehicle (without a permit) at an
expired meter has not received a ticket during a specific period of time (say the last
six months), then a courtesy ticket could be issued that would first thank the parker for
coming to downtown Chula Vista and that their patronage is appreciated. Then the
courtesy ticket would go on to alert the parker to the fact that they were in violation
and then give the parker a map with alternatives to where they can park for longer
periods of time.
Cost:
Loss of revenue from first ticket issued to an individual. Will
require software upgrades to handheld ticket writers that are
included in #1 above.
3-21
Final
~ Rich and Associates. Inc.
-=:::: Parking Consultants - Planners
jy:.\=J!
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Chula VIsta Downtown Parking Study
Revenue:
The projected loss of revenue is difficult to project at this time.
ActIon TIme:
First Quarter of 2008
3.5 Parking and Revenue Control
3.5.0 On-S1reet Parking
Finding: The meters need to be replaced. There are three types of meters
being used in Chula Vista, with the majority of the meters more than 30 years old.
There appear to be many non-functioning meters, as noted during RICH's fieldwork,
which is likely due to the inability of the City to repair meters due to their age, which
has resulted in a lack of ability to purchase parts and equipment for the meters. This
causes numerous problems particularly since the public does not receive consistent
or clear direction as to what the regulations are related to broken meters. It appears
that tickets are issued to vehicles parked at broken meters even when a note was
attached to the meter stating that it was broken. This creates a sense of confusion
and frustration from customers and visitors.
Duncan
Meter
Three different types of meters are used in downtown Chula Vista
Recommendation: The City needs to purchase new meters for the on-street parking
in the District. RICH recommends that the City purchase individual electronic meters
for on-street parking. The meters can accept coins, tokens and value or smart cards,
which could be sold to merchants. The value cards could be used by merchants as
a marketing tool by distributing a card to customers for free parking on their next visit.
The meters should be electronic, which will allow rates and time parameters to be
more easily changed. Additionally, the reporting of income and use by each meter
can be downloaded by a handheld machine which will assist in the revenue analysis
and accountability. Ideally, the system would also be wireless. Several options were
considered such as individual meters, multi-space meters and pay-and-display
machines.
. The multi-space meter requires each on-street stall to be numbered with the
parker locating and walking to the meter's central location, generally in the
middle of the block, entering their stall number and then depositing the
~ Rich and Associates, Inc.
~ Parking Consultants - Planners
!1~!!
8-72
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Final
Chula VIsta Downtown Parking S1udy
appropriate amount of money required for the duration of their stay. The
multi-space machine can include credit cards or value cards and can be
networked. The downside of the multi-space meter is that it requires the parker
to find the central pay location on the block. Enforcement is also a bit more
difficult. With the multi-space meter the enforcement person must check the
machine to see which spaces still have valid time. The PEa could not drive by
each space to see if there was an expired meter.
. The pay and display machine is also centralized on the block and the parker
deposits the amount of money for the amount of time they want to park and
then they receive a receipt that they then place in the front dashboard ot their
vehicle. The pay and display machine can include credit cards or value
cards and can be networked.
. The downside of the pay and display machine is that it requires the parker to
find the central pay location on the block. Enforcement is also a bit more
difficult. With the pay-and-display machine the PEa will have to look in each
dash to see if the vehicle has overstayed the time printed on the receipt. The
PEa could not drive by each space to see if there was an expired meter.
Cost:
$160,000 for individual meters. Additional cost for specifications
and drawings is estimated at $10,000.
Revenue:
No additional revenue was projected by having new meters
though some increase may be expected.
ActIon TIme:
First Quarter of 2008- Prepare specifications and bid
Second Quarter of 2008-lnstall
3.5.1
Off-Street Parking
Finding: In the off-street lots there were several instances where there is random
placement of two-hour meter heads in a row of 1 O-hour meters. RICH staff is not sure
why this was occurring, though there were several lots where this occurred.
Single space meter heads can be difficult to maintain, for both collection and
maintenance. They can also take significant time to empty and enforce. There are
several options such as the multi-space and pay and display meters that would help
make parking enforcement, collection and maintenance more efficient.
The four-hour off-street parking is being used for long term parking by employees
however most employees are at work eight plus hours a day. This would require an
employee to feed the meter. It could be argued that visitors who require more than
two hours of parking are using this parking, but the turnover study did not find this to
be the case. There is no issue keeping the four-hour meters, though it requires
employees to feed the meter if they park there and work more than four hours a day.
~ Rich and Associates. Inc.
~ Parking Consultants - Planners
~!f!!
3-23
Final
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Chula VIsta Downtown Parking S1udy
Recommendallon: Install multi-space meters in off street lots #2, #3, #5 and #7.
The remainder of the lots would receive new single space meters. For the multi space
meter lots, each stall must be numbered and the machine(s) would be conveniently
located with appropriate signage instructing the parker how to pay and where to go.
The multi-space meter will accept coins, bills, credit cards and value cards. The
machines can be networked and could be solar. The parking enforcement officer
will have to pull a report from the multi-space meter in the lot and then drive around
the lot to determine if the vehicle parked in a space is legal.
Meter location sian
Examoles of multi-soace meters
$85,000 for individual off street meters and $125,000 for multi
space meters in Lot #2 (1 unit) Lot 3# (2 units), Lot #5 (1 unit)
and Lot #7 (1 unit). These costs include installation, software,
one hand held. and collection cart. Additional cost for
specifications and drawings is estimated at $10,000.
Cost:
Revenue:
No additional revenue was projected by having new meters
though some increase may be expected.
Acllon TIme:
First Quarter of 2008-Prepare specifications and bid
Second Quarter of 2008-lnstall
3.5.2
Parking Rates
Finding: The parking rates in Chula do not deter people from parking beyond
the posted limits nor do the rates promote the use of the Park Plaza parking structure.
In general, the parking rates do not differentiate the different parking space types
enough to reflect their use and desirability.
The current parking rates also do not allow the parking system to generate adequate
revenue to operate the parking or revenues to improve the parking system. Also, if
:~ Rich and Associates, Inc.
=~ Parking Consultants - Planners
!\.~tl
8-74
3-24
Final
Chula Vista Downtown Parking Study
the enforcement is not consistent, it makes it difficult to charge appropriately for
parking.
Recommendation: RICH recommends that meter rates increase as illustrated
below. The increases are being proposed in order to ensure that the revenues of the
parking district are reasonable in relation to the expenses incurred. The fee is
intended, not as a revenue measure, but instead. to be sufficient in amount to defray
the expense of the parking program" including the cost not only of installation.
maintenance and supervision of meters, but also of other expenses required for traffic
regulation, police regulation, and the provision of off-street parking facilities. The
anticipated expenses include normal and reasonable operational expenses such as
meter collection, enforcement. maintenance of public parking areas and acquisition
and development costs related to the construction of new parking facilities, such as a
public parking garage.
RICH also recommends that the parking permit fees increase as illustrated in Table 3D
(Chula VIsta ExlsIIng and Proposed Meter and Permit Rates).
Table 3D
Chula Vista ExlsIIr\1 and Proposed Meter and Permit Rates
TIme Umlt Current Rate Proposed Rate
On-street $0.05 per 10 minutes $0.25 per 30 minutes
30 minute meters
Token per 10 minutes
$0.1 0 per 20 minutes
$0.25 per 30 minutes
On-street 2 and 3 hour meters $0.05 per 10 minutes $0.25 per 30 minutes
Token per 10 minutes $0.50 per 60 minutes
$0.10 per 20 minutes
$0.25 per 50 minutes
Off-street 4 hour meters $0.05 per 30 minutes $0.25 per 30 minutes
$0.10 per 60 minutes $0.50 per 60 minutes
$0.25 per 150 minutes
Off-street 10 hour meters $0.05 per 30 minutes $0.25 per 60 minutes
Token per 30 minutes
$0.10 per 60 minutes
$0.25 per 150 minutes
Permits $54.00 per Quarter $120 per Quarter
Permits For lots 2 and 3 $54.00 per Quarter $180 per Quarter
Cost:
No costs since the new parking equipment will come with the
increased rates.
Revenue:
The projected increase in revenue is shown in Table 3E (Chula
VIsta Projec;1ed Two-Year Meter and Permit Revenues) for the
first and second year of operation.
~ Rich and Associates. Inc.
~ Parking Consultants - Planners
!\l.f.!!
3-25
Final
8-75
Chula VIsta Downtown Parking S1udy
Table 3E
Chula VIsta Projec;tecI Two-Year Meter and Permit Revenues
Year 1 Year 2
On-street meters $183,950 $204,400
Off-street meters $122.800 $166,810
Permit $57.600
ActIon TIme:
Second Quarter of 2008
Following is Table 3F (Parking Revenue and Expense Projecllon). a summary table of
revenues and expenditures for a ten year period showing both historical data and
projections. The purpose of this table is to illustrate that the proposed meter increases
are reasonable and do not result in excess revenue to the City. The projected
revenue beginning in 2007 is based upon the proposed meter rates. All of the
revenue generated from the meters should continue to be placed in a designated
parking fund and used for the expenditure of parking.related expenses. Lines 12 and
13 also reflect permit parking fees and overtime parking fines that are also utilized to
fund maintenance and improvements in the parking district.
Table 3F
Parking Revenue and Expense Projecllon
FY 2005 FY 2006 FY2007 FV 2008** FY 2009(3) FY2010(4) FY 2011 FY FY2013 FY2014
2012**(5)
METER REVENUE(6)
On-5treet Meters $176,527 $147,467 $166.307 $179,445 $193.914 $193.914 $193.914 $218,153 $242,392 $242.392
Off.Street Meters $88,314 $69,469 $71.027 $75.928 $162.652 $162,652 $1 62.652 $182,983 $203,315 $203.315
Total Eltlmated Meter
-.nue(1) $264.841 $216.936 $237.334 $255.373 $356,566 $356.566 $356.566 $401.137 $445.707 $445,707
OPERATING EXPENSES(8)
Enforcement stoff $142.885 $149,381 $149,381 $196.630 $204,495 $212.675 $221.182 $230,029 $239,230 $248,799
Meter Collection Stoff $39,351 $81.407 $18,954 $19.712 $20,501 $21.321 $22.173 $23.060 $23,982 $24.941
Administration Staff $117.039 $108,909 $108,909 $117.796 $122.508 $127,408 $1 32,504 $137.805 $143,317 $149,049
Maintenance $0 $8,435 $6.921 $571,000 $27,370 $28,464 $457,998 $30.787 $32,018 $33.299
Utilities $18,210 $16,623 $16,697 $17.365 $18,059 $18,782 $19.533 $20,314 $21,127 $21.972
SUpplies and Services $20.240 $24.421 $9.149 $33,900 $35.256 $36,666 $38,133 $39,658 $41,245 $42,894
Total Estimated
Elcpensoo(2)(7) $337,725 $389.176 $310,011 $956,403 $428,189 $445,316 $891 .523 $481,6S3 $500,919 $520.954
Net -..nue 1$ 72,884) 1$172.240) ($72,677) 1$701.030) 1$71.623) 1$88.750) ($534,957) ($80.S16) 1$55.212) ($75.247)
Parking Permit Revenue $35.996 $34,083 $24.729 $41.273 $57.600 $57,600 $57,600 $64,800 $ 72,000 $72,000
Meter Fine Revenue $46,939 $59,668 $60,047 $119,914 $147,115 $147,115 $147,115 $1 65,505 $183,894 $ 183,894
Total other Revenue $82,935 $93,751 $84,776 $161,187 $204.715 $204,715 $204,715 $230,305 $255,894 $255.894
TOTAl. REVENUE $10,051 ($78,489) $12,099 ($539.843) $133,092 $115,_ ($330,242) $149,788 $200,682 $180,647
** Rafe Increase
(1) Actual reported revenue for 2004- through 2006
(2) Actual reported operating expenses for 2004 through 2006
13) The effect of the rate Increase for 2008 is 50% fhe first year and 100% the second year
14) For the third and fourth years during each rate Increase, cycle has no projected increases
15) Rofe increases every four years after 2008 increase are 25%: 12.5% first year, 25%second year and 0% fhird /fourth years
16) The revenue increases assume thof enforcemenf will be changed as recommended in the report
17) Operating expenses from 2008 and beyond are increased of 4% per annum
~ Rich and Associates, Inc, 3.26
=~ Porklng Consultants. Plonners Final
~~t! 8-16
Chula VIsta Downtown Parking S1udy
3.5.3
Parking Allocation
Finding: The City of Chula Vista has two different types of on-street parking
meters. The 30-minute and two hour on-street meters are sufficient based on the land
uses and the typical average stays.
Recommendation: Implement the following changes to the allocation of certain time
limit designations within the District.
On-street Parkina
The two-hour parking should be the dominant duration for on-street parking as it suits
the needs of the majority of customers and visitors. Individuals requiring more than
two hours for parking should be directed to off-street parking areas. The other
duration that should be found on-street is 30 minute parking for use as pick-up and
drop off stalls or very short-term parking. The 30 minute parking should be located as
either the first or last stall on the block face where needed. Finally, in areas where
there is no demand for customer-visitor parking, ten-hour on-street meters could be
used to add to control over these spaces and to generate revenue.
Off-street Parkina
For the off street lots with meters, they are either four hour or ten hour meters. As
recommended in Parking Revenue Control, four lots should be equipped with multi-
space meters. For Lots 2 and 3 on Landis, RICH recommends that they be converted
to three- hour time limits.
Lots 2 and 3 on Landis Avenue between E and F Streets and Lot 5 on Madrona and
Third Avenue are not providing sufficient customer and visitor parking due to the large
number of 1 O-hour meters in these lots, since the 1 O-hour meters are primarily utilized
by employees. This allocation of spaces decreases the amount of parking available
to visitors. Based on the land uses in the area, it is more appropriate for these spaces
to be utilized by customers and visitors. Therefore the number of permit or long term
spaces should be limited. As more development occurs however, there should be a
reduction to not more than 30 percent of the spaces as permit or long term parking in
Lots 9, 10 and 11. At that point, the majority of the spaces should be two or three-
hour and then sell permits specifically to these lots at a premium.
Permit Parkina
Although, RICH supports permit parking and believes it should be maintained, the
permits should be priced higher in certain parking areas, speCifically for lots 2 and 3.
The rate should be at least 150% higher than the parking permit fee in the other lots.
This will provide ample daytime parking for customers and visitors in Lots 2 and 3 since
the fee increase will likely result in fewer permits being sold for these lots. Those
employees who elect to not pay the premium fee to park in these two lots will likely
park in the Park Plaza parking structure, which currently provides free public parking.
In addition, permits City--wide should be issued for specific lots. Many stakeholder
expressed frustration that they were unable to find a space in a lot even though they
~ Rich and Associates. Inc.
~ Parking Consultants - Planners
1tI.f!!
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Final
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Chula VIsta Downtown Parking study
had purchased a permit. A permit today is merely and hunting license for a space in
any lot.
Cost:
Cost for signage change estimated at $5,000
Revenue:
No impact projected at this time
ActIon TIme:
Second Quarter of 2008
3.6 Parking Facilities
3.6.0 Park Plaza Parking structure
Finding: This parking structure is critically underutilized. During the turnover and
occupancy on December 14, 2006 the structure was only 41 percent occupied at
peak hour and on December 15, 2006 it only reached peak occupancy of 33
percent. Based on normalizing the data, RICH would project that the typical average
occupancy is about 40 percent.
This facility represents a parking asset and in the overall plan, this parking will be
promoted for employees (free) and as a free parking alternative for customerS/visitors
who need or want to stay longer than two hours.
The Park Plaza Parking Structure signs are old and fading so they are difficult to find.
The lighting in the structure and stair towers is insufficient and this may be a reason
employees do not use the structure. The structure is not easily identified as public
parking nor is it easily seen due to the fact that it is set back from F Street and Third
Avenue. Finally, the structure needs rehabilitation. There is spa lied and crack
concrete that needs to be repaired, exterior spandrel walls need repairs, and the stair
towers need repairs.
Recommendation: Implement the following improvements.
. Upgrade locational and directional signage to the parking structure.
. Upgrade signage in the parking structure identifying floors, where certain
groups can park, and finally way finding signage in the parking structure to
tell a parker where they are going to get to Third Avenue.
. Lighting within the parking structure needs to be upgraded to have at least six
foot candles across the floors with 30 foot candles at the vertical cores (stairs
and elevators).
. Re-stripe the parking floors.
:~ Rich and Associates, Inc.
=<:: Parking Consultants - Planners
!1~1."!
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Chula Vista Downtown Parking Study
. Have a conditions study done and complete structural and cosmetic repairs
to the structure.
. Consider adding an elevator to the north end of the parking structure to
facilitate employee and customer/visitor access to parking.
. The lower level spaces will be allocated to short-term parking (three hours)
and the upper floors all day parking.
Cost: Costs to be determined
Revenue:
Zero
ActIon TIme:
Third Quarter of 2008-Conduct StUdy
Fourth Quarter of 2008-lmplement improvements
Signs and lighting are an issue in the Park Plaza
parking structure. This structure would be more
inviting with better lighting and signage to direct and
let people know this is long term free parking.
'1'
There is not a sizable sign at the entrance to the
Park Plaza parking structure. There are signs in the
median of the road, though they are very difficult
to read and not all cars can see the signs. All
entrances should read free parking to encourage
customers staying beyond two hours to park here.
~ Rich and Associates. Inc.
=~ Parking Consultants - Planners
~~!!
3-29
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Chula VIsta Downtown Parking Study
Examples of signs to help locate free parking for customers/visitors
3.6.1
Meter Color Coding
Finding: The existing meters are not marked to indicate the time limit for the
meter, which is confusing for parkers. There needs to be an easy way for parkers to
identify if they are at a 30-minute, 2-hour, or 10-hour meter to avoid pulling into a
space then realizing they won't have enough time and having to find another space,
which affects traffic congestion and parking availability.
Recommendation: Designate a color to represent each parking limit then
implement by painting the entire pole or painting a band of color just below the
meter head. There are also color bands that can be placed at the top of the meter
head that may be considered.
Cost:
$5,000
Revenue:
None
AcIIon TIme:
Second Quarter of 2008
3.6.2 street Curbs
Finding: The street curb painting is inconsistent.
~ Rich and Associates, Inc.
-= <:: Parking Consultants - Planners
!1IS"t!
3-30
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Chula Vista Downtown Parking Study
Recommendallon: Street curbs should only be painted for no parking where required
and for fire hydrate locations. Curbs should not be painted to reflect the type of
parking available.
Cost:
No estimates were made at this time. Additional analysis must
be completed to quantify the areas to be painted
Revenue:
None
ActIon TIme:
Fourth Quarter of 2008- Conduct Analysis
First Quarter 2098- Commence Work
3.7 Bicycles as an Alternate Mode of Transportation
3.7.0 Bicycling as an A1tematlve to DrMng
Finding: There is a need for a program to promote bicycle usage in Chula Vista
and to make traveling to downtown by bicycle safer and more appealing.
Recommendation: Following the UCSP in promoting alternate modes of
transportation and creating a more pedestrian friendly downtown, consider making
Chula Vista a more bicycle friendly downtown and providing adequate and useable
bicycle parking. Consider creating a bike route to the downtown and creating a
marketing program to promote bicycle use as an alternative to driving. Create a
special event to promote bicycles in an effort to help create alternative modes of
transpartation, which in turn cuts down on the number of parking spaces needed.
Cost:
To be determined
Revenue:
Zero
ActIon TIme:
Fourth Quarter of 2008
3.7.1
Bicycle Parking
Finding: Chula Vista does have bicycle racks, though they are difficult to find.
There are walls built around some of the bicycle racks that hide the rack. There is no
signage directing bicyclists to where the racks are located.
In keeping with the vision ot the Urban Core SpecifiC Plan, integrating convenient and
accessible bicycle racks is an impartant component of encouraging greater use of
bicycles and other modes of transportation in the downtown Chula Vista.
3-31
Final
~ Rich and Associates, Inc.
~ Parking Consultants - Planners
~S-J!
8-81
Chula VIsta Downtown Parking Study
This is an existing bicycle rack in downtown Chula Vista. The placement of this rack will
impede pedestrian fraffic from the crosswalk when the bicycle rack is full.
Recommendation: Install new bicycle racks in the downtown and institute a
marketing program to promote new locations to park bicycles. In following the UCSP,
racks should be placed near bus stops to encourage people to use the bus,
particularly stops with a high ridership count like the intersection of Third Avenue and
H Street. In areas where commuters will use bicycle storage it is ideal to provide
upgraded bicycle facilities such as a bike locker or covered rack or locating bicycle
racks in an existing or new parking structure that provides additional security from the
elements.
In many ways, bicycle parking should be looked at like
parking cars in that areas for bicycle parking must be
convenient, well lit and signed. Racks must allow for
adequate space to easily lock the bike to the rack.
Locations for bicycle parking should mirror locations of
automobile parking to encourage the use of multiple
modes of transpartation. Existing parking lots create a
good place for bicycle racks. The use of one parking
space can provide adequate space for several
bicycles. Begin by placing racks in lots with the
highest parking demand. As racks are more heavily
utilized, add additional racks in other locations with
high parking demand.
Cost:
$10,000-$75,000 depending on the number and style of racks,
signs and marketing materials.
Revenue:
None
=:~ Rich and Associates, Inc.
-~ Parking Consuitants - Planners
!tJ~t!
8-82
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Final
Chula VIsta Downtown Par1dng S1udy
ActIon TIme:
Fourth Quarter of 2008
Best Practices for Selecting BIke Racks:
.
Racks should allow bike frame to make contact at two points. Most commuter
bikes do not have kickstands.
.
Provide adequate spac;:e for multiple bikes to be stored at one rack.
. Allow for popular "U" shape lock.
. Racks should be placed where they will not impede upon pedestrian traffic,
though they need to be readily identifiable. Bicycle racks should not be
hidden.
.
Provide clear signage indicating bicycle parking.
<
. A complete guide to bicycle parking, written by
The Association of Pedestrian and Bicycle Professionals, can be found at
httc://www.bicvclinainfo.ora/de/carkauide.cfm.
Two examcles of recommended bike racks
Marketing BIcycles In a Downtown:
. Promote National "Ride Your Bike to Work Day/Month" in May. There are many
communities throughout the U.S. that participate including the City of San
Diego. Information can be found through the League of American Bicyclists at
www.bikeleaaue.ora.
. Engage in a Bicycle Friendly Community Campaign and awards communities
who are bicycle friendly and promote walk-able, safe communities. For
additional information visit www.bicvclefriendlvcommunitv.ora.
. Embrace the concept thaI. "Communities that are bicycle-friendly are seen as
places with a high quality of life. This often translates into increased properly
values, business growth and increased tourism. Bicycle-friendly communities
':3:: Rich and Associates, Inc.
~ Parking Consultants - Planners
!U~!!
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Chula VIsta Downtown Parking S1udy
are places where people feel safe and comfortable riding their bikes for fun,
fitness. and transportation. With more people bicycling. communities
experience reduced traffic demands, improved air quality and greater
physical fitness." Visit www.bicvclefriendlvcommunitv.ora for more information.
. Work collectively with the Chula Vista Chamber and TAVA to promote bicycle
events into flyers and newsletters.
3.8 Parking Requirements for Current and Future
3.8.0 Traffic Impacts
Finding: Based on a cursory analysis by RICH. there were no issues with respect
to traffic. All of the parking areas are easily accessible with the exception of Lot 6
and the Park Plaza parking structure. though this is because of its location and not
traffic concerns. Additionally. there were no traffic concerns based on the future
parking projections. It was noted that the current on-street parking arrangement on
Third Avenue. that incorporates angled parking. has a traffic calming effect, which
slows down traffic. This is a positive condition.
The level of additional traffic generated from the projected "worse case" parking
demand based on UCSP maximum build-out represents a 50 percent increase in
parking spaces needed from what is projected for the current condition. The UCSP
and this report assume that there will be additional parking nodes that will reduce the
amount of traffic that will drive through the downtown.
Recommendation: Continue to monitor traffic flow within the downtown and
the levels of service at principle intersections as development occurs and parking
changes/additions are implemented.
Cost:
Zero
Revenue:
Zero
ActIon TIme:
On-going
3.8.1
Current Parking Analysis
Finding: Overall there is a surplus of approximately 1 .103 parking spaces within
the District and the area south to H Street. However. there are several blocks along
Third Avenue that have deficits (blocks 9 and 10). As identified earlier. the Park Plaza
parking structure is underutilized.
Recommendation: The parking demand analysis identified an overall parking
surplus. but also a deficit in certain blocks such as blocks 2. 3, and 12 on the north
side and blocks 9 and lOon the south side. If the recommendation in 3.6.0 to
increase the use of the Park Plaza parking structure is implemented. this should
::3::: Rich and Associates. Inc.
.::=::;::: Parking Consultants - Planners
!Hftl
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Final
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Chula VIsta Downtown Parking Study
alleviate the parking demand issues on blocks 2,3 and 12. The deficits on blocks 9
and 1 0 will be reduced when the Social Security Office relocates, and these blocks
should also be utilizing the Park Plaza parking structure for employee parking.
Cost:
Zero
Revenue:
Zero
ActIon TIme:
Completed- Current Analysis
Ongoing-Future Analysis
3.8.2
Potential Parking Impact of exclusive Negotiating
Agreement (ENA) sites
Finding: At the time of RICH's review, the Redevelopment Agency had entered
into Exclusive Negotiating Agreements for the development of four public parking lots.
These sites are Lots 3, 6, 9 and 10 and are shown on Map 9 (ENA Development Sites),
included in Section 2. RICH analyzed the loss of parking that would occur with each
development and confirmed that development of any of the ENA sites would reduce
the number of parking spaces available in the District. Each potential development
site is further analyzed below:
. Lot 3 has high utilization, with occupancy averaging 80 percent for most of the
day. This lot provides a large supply of parking and is central to many
businesses on Landis Avenue and Third Avenue. Additionally, a number of
permit holders park in this lot. Loss of this parking lot would have a significant
impact on the District.
. Lot 6 has a high occupancy, averaging about 70 percent. Due to the small
lot size it has a lower capacity and is hampered by a difficult ingress and
egress. The loss of parking spaces on this site could have some impact on
surrounding businesses. There are other parking areas that can make up for
any loss of parking however.
. Lot 9 has occupancies of around 90 percent at peak time. The loss of spaces
due to the ENA development will have some impact on parking supply in this
area, although there are other parking areas that can make up for the loss of
spaces.
. Lot 10 has average occupancy of approximately 85 percent but had peak
time occupancy of almost 1 00 percent at two time intervals over the two
survey days. This is largely based on the 10-hour spaces having a high
number of permit holders. The loss of spaces in this lot will have minimal
impact on customers, although permit holders would need to be redirected to
other parking. There are surrounding parking areas that can make up for the
loss of parking.
Recommendation for Lot 3: Maintain Lot 3 as a publiC parking lot
~ Rich and Associates, Inc.
_~ Parking Consultants - Planners
!1~J.!
3.35
Final
8-85
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l>
Chula VIsta Downtown Parking Study
of about -500 spaces if this build-out were to occur with no additional parking
provided.
If the build out of these blocks occurs structured parking will be required even if the
goals of alternate transpartation are met. Additionally, additional residential
development that might curb the number of vehicles coming into the downtown and
increase the likelihood of shared use parking will still not meet the demands of the
projected deficit.
There are several possibilities for additional parking in the downtown:
. Nodal Parking: One option would be to create nodes of parking at the north
and south ends of Third Avenue then develop a trolley system along Third
Avenue. This might be accomplished by negotiating a shared parking
agreement with the Gateway project at H Street and Third during evening and
weekend hours, when the majority of their office uses are closed or have less
clientele. This would serve as the south parking node. A property at or north
of E Street would need to be developed as the north node. Finding property
that is of sufficient size will be critical. The minimum dimensions for an efficient
parking structure is 125 feet by 290 feet. The longer the site the more efficient
the layout as it allows flat facades on the ends and one long side of the
structure.
. Conventional Parking Structure on Alternate SlIe: The possible parking
structure sites identified are listed below and discussed more fully in Section
3.8.4;
o The Baptist Church lot in combination with Lot 7
o Vacant lot on east side of Third Avenue between G and Alvarado Streets
o The west side of Church between E and Davidson Streets.
. Altemate Parking Structure OptIons: There are multi-level parking facilities that
can be constructed on smaller sites. This type of parking facility and uses a
mechanicallitt to place vehicles in a multi story structure. While this requires a
smaller footprint, there are operation limitations that generally restrict its use to
residential projects with little turnover parking. Those limitations include longer
wait time to retrieve vehicles and vehicle height limitations.
3.8.4
Possible Parking structure Sites
Finding: There is currently no need to construct additional parking, but as part
of RICH's analysis, three parking structure sites were identified for future consideration,
if necessary. These sites are shown on Map 10 (Po1enftal Parking Structure StIes) on
the following page. All estimates of the parking structure footprints and the parking
space capacities are bosed on aerial maps that do not allow exact site dimensions
to be determined. For each parking structure site we assumed grade and two
supported levels. For each site the City should consider incorporating bicycle
amenities such as racks, lockers and possibly shower facilities. Depending on the site
location, the City should consider incorporating ground floor commercial uses;
::::::::: Rich and Associates, Inc.
=:0:: Parking Consultants - Planners
!11.f.tl
3-37
Final
8-87
!~
.
~
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e !! ~ ~ ~ i~ ~))) !
! i ~ i ! i I !~.' H! ~i
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0-<
"11
Chula Vista Downtown Parking Study
especially those that would promote provide services to employees of the downtown.
Finally, the parking sites should incorporate transit options where possible and such
amenities such as recharging stations for hybrid/electric vehicles.
Site l-Block 6: Vacant lot on east side of third Avenue between G and Alvarado
This site is approximately 300 feet wide and 380 feet long and is currently vacant.
Assuming setbacks around the site, a preliminary parking footprint was developed for
this site. A typical floor could accommodate 228 spaces assuming four parking
module. A module consists of a parking stall/aisle/parking stall. If we assume grade
and two supported floors, the capacity could be as much as 640 spaces.
This site and the possible parking structure footprint could accommodate a mixed-use
component on the Third Avenue side. There could be as much as 31 ,000 square feet
of space created on the ground floor. Since there are up four modules and only two
are required for the traffic flow, the amount of occupied space could continue to the
second and third floors facing Third Avenue. Therefore a maximum of 93,000 square
feet of mixed- use space could be developed.
One of the positive aspects of this site is the size, which provides several development
options and allows the incorporation of occupied space at a minimum on the ground
floor, which gives a streetscape top the parking structure. Additionally, the lot is
currently vacant so all of the parking built on this site will be a net add. The
drawbacks of this site are the fact that the City does not own the site and it is several
blocks from the core. The distance from the core however, does accomplish the
vision of the UCSP in terms of encouraging a more walk able community.
Site 2-Block 4: City's Lot 7 or Bapttst Church lot In combination with the City's Lot 7
With both properties, this site is approximately 180 feet wide and 400 feet long and
there are currently +/- 106 spaces on the two lots. City Lot 7 is approximately 240
feet long and is large enough to accommodate a parking structure site, but the
functional design would be less efficient than a larger site and should only be
considered if the Baptist Church lot is unavailable.
The site dimensions with both lots would accommodate a two module parking
structure which would leave a +/- 60 foot setback from Church Avenue that could be
developed into surface parking, green space, pocket park, or even a site for the
Farmer's Market on the surface lot.
The preliminary parking structure layout on this site would accommodate
approximately 420 spaces for a net add of approximately 31 4 spaces. A typical
floor would contain 156 spaces.
The positive aspect of this site is that it is centrally located and compliments the Park
Plaza parking structure on the west side of Third Avenue. Parking demand could be
accommodated from both northern and southern Third Avenue. Also, the setback
from Church could provide a green space or a home for the Farmer's Market. The
drawback of the site is that the City does not own all of the property proposed.
~ Rich and Associates, Inc.
~:o:: Parking Consultants - Planners
!\}.fJ~
3-38
Final
8-89
Chula Vista Downtown Parking Study
SIte 3- Block 1: west side of Church between E and DavIdson streets
There are two options on this site that would incorporate the vacant parcel on the
corner of Third Avenue and E Street and the northeast corner of the block bounded
by E Street and Church Avenue including the area up to the City's Lot 11 .
The first option is a parking structure only on the east half of the block. This area
could support a parking structure of approximately 250 spaces on grade and two
supported floors. This would net 216 spaces. This scenario contemplates the
retention of the vacant parcel on the northwest corner for development and
providing parking for any new development on that site in the new parking structure.
The second option would be an "L" shaped parking structure that would incorporate
the vacant parcel. At a minimum the ground floor of this parcel should be
developed as mixed use space with two levels of parking above. These two floors
would tie into the main parking structure as described above. About 16,000 square
feet could be developed for mixed-use space. Additionally, the air rights above the
parking structure. at least on the northwest corner could be developed as residential.
This footprint could accommodate approximately 375 spaces for an estimated net of
341 new spaces.
The positive element of this site is that it creates
encourages parking and walking down Third Avenue.
the site(s) is not owned by the City.
a northern of parking and
The negative aspect is that
Recommendation: Continue to monitor the parking occupancies and re-evaluate
parking every two years. The following sections below address the timing and
development costs issues.
3.8.5
TIming for Addlflonal Parking Development
Parking development in downtown Chula Vista will need to be coordinated with
demand to ensure that as development occurs the City has the appropriate amount
of parking. The City will need to position itself so that if the need for additional
parking arises it will have the financial SOlvency to construct additional parking.
Deciding when to initiate the development of a parking structure will depend first and
foremost on need. Financial costs must then be considered in terms of viability and
timeframe. However, deciding when development demands warrant the parking
structure is a relatively straightforward calculation. RICH prepared the following
formula to assist the City as a decision making tool. The model works by using the
building gross floor area (existing and proposed) as the variable in a decision making
flow chart that assists with determining when new parking demand justifies a new
parking structure.
3.39
Final
~ Rich and Associates, Inc.
:;:: Parking Consultants - Planners
N~!!
8-90
Chula Vista Downtown Parking Study
New Parlclng Threshold Calculallon WorkshElet
Part A: Detennlnlng Floor Area
Total Built Gross Floor Area For Entire Downtown:
(+) Proposed New Gross Floor Area:
(=) Total Existing and Proposed New Gross Floor Area:
Part B: Determining Parlclng Need
Total Existing and Proposed New Gross Floor Area:
(Xl 2.37 Parking Stalls Per 1,000 Square Feet:
(=) Total Parking Stalls Demanded:
(-) Existing Off-Street Parking:
(=) New Parking Demanded:
Part C: Decision Guide
New Parking Demanded:
(Xl 85%:
(=) Minimum New Parking Needed:
(If) Minimum New Parking Needed Is: Optimal Capacity of the New Parking
Structure then Initiate Project (Or) Minimum New Parking Needed Is: Optimal
Capacity of Next New Parking Structure then Delay Initiation Until The Above
Condition Is Met
3.8.6
Parking SIte/DeSlgn Decision Matrix
As development occurs within the district. the City will have to address the need for
additional parking. Several possible parking structure sites were identified in Section
3.8.4 and a formula that can be utilized as a measure for determining when a
parking structure is necessary is also included in Section 3.8.5. RICH has developed
Table 3G (Parlclng Site and DesIgn Decision MatrIxl, located on the following page, for
the City to use to analyze both the feasibility of identified sites and the potential
design of each site.
3-40
Final
:~ Rich and Associates, Inc.
=4:: Parking Consultants - Planners
~.fJj
8-91
Table 3G
Parking Site and Design Matrix
Please score each site based on the criteria below. The score should be a whole number from 1
(lowest score) to 5 (highest score). In each criteria category, the same score may be given to
more than one site or parking structure layout on a site. Some criteria may be difficult to score
such as cost per net added space since Rich and Associates will be filling in this data. We have
left these criteria closed because we will score them when we have the numbers.
VloiQ~r
Site "*>Ib
Criteria iii'II,"i,
1. Vehicle Ingress / Egress !!I!!'!~!,i
.,1''''
2. Ability 01 driver to find structure ' !II!I
",,,
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3. Effects on adjacent properties
".,
4. Revenue potential !!!"t!!'
'",
'"
!~i
5. Pedestrian access and wayfinding !!111
6. Meel goais lor spaces needed. iii~,"
.....',i
7. Economic benefils to area Ili!!Y'
",.!,i!
8. Effects an back entrances or loadlng/unloadl ":,!~:::!
9. Efficiency 01 parking structure I!~!!J
", ,....,
10. Dlsrupllon on-site and downtown '!I!~!!
....i........
11 . Expansion capability 01 parking structure i,,1
12. User group served: Commuters iiiii!~:
. ""
Employees ,ii!$lii
"Iii,
Visitor/Customers i'::!!!~,lii
13. Cost/net added space ",'"
iii"~,
8-92
Chula VIsta Downtown Parking study
3.8.7
Parking Development Costs. Parking Improvement Costs
and Financing
While there were no immediate recommendations for a parking structure, this section
covers possible parking structure development costs and how they may be financed.
The construction costs for a parking structure of approximately 300 spaces, which
would be considered the minimal number of spaces for scales of economy, is
estimated at $15,000 to $18,000 per space. Project soft costs without land costs are
generally between 1 7 and 20 percent, and finance costs are between 7 and 10
percent of the project costs.
There are other costs for parking improvements such as new meters, multi space
meters etc. No specific funding mechanism has been identified, though there are
several options described below.
. The first is to fund projected capital costs and increased operating costs from
increased revenues based on the General Fund receiving the net revenue from
parking fixed at the projected 2007 level if available. Based on the projection of
revenue and expenses through FY 2014 however, there is no projected net
revenue.
. Include possible support from the Redevelopment Agency using tax increment to
fund improvements. There appears to be approximately 12 years left in the
redevelopment area, and this could be used to fund some or all of the proposed
improvements.
. Use the existing PBID to fund improvements.
. Federal funding with highway/transit funds may be possible depending on the
project, which would have to incorporate some type of multi-modal functions.
The process is lengthy and there is competition from other projects/cities for these
dollars.
Conclusion
The findings and recommendations presented in this report represent a parking
management system that addresses management practices and operations
necessary to create and maintain an effective parking district. For a summary of all
the findings and recommendations described above, please refer to Exhibit 9 (Table
3H-Chula VIsta Findings and Recommendations MatrIx).
~ Rich and Associates. Inc.
-::: Parking Consultants - Planners
lY,f,!!
3-41
Final
8-93
Exhibit 1
City of Chula Vista Parking
'" ..
. Parking Is One Of The Biggest Factors In
Overview of Parking Successful Downtowns
.. . Traffic Congestion Is Related To Parking ..
Best Practices . Parking Is In Reality A Transportation
Node (Riding <> Wa1king)
\ , . Modality, Ridership And Shared Parking ~
February 15,2007 , Axe Among The Most Desirable Ways To
Reduce Parking Demand
S S
~ =
!\I!:ll
Improving Existing Parking
..
. An Examination Of Current Parking
Management, Allocation, Pricing and
Operations
. "Best Practices" Approach To
Improving The Efficiency Of Existing
Resources.
. Strategic Plan Of Implementation
'"
...
a
e
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Parking Allocation
..
. lndividual Economic
Decision
. Free Parking Like Free Gas
. Transportation Influenced
By Economics
s
='
JllCH
Parking Management
..
. City Department(s)
. Contract Management
. Local Businesses and Retailers
. Business Associations
. Parking Committee
..
...
;;E;;::
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Parking Enforcement Strategies
..
. Carrots
- Validation program
- Concentric pricing
- Marketing material
-lncentive to pay fine early
- Amnesty day
- Tourism lncentive
;;E;;::
e
.
..
...
8-94
1
Parking Enforcement Strategies
Sticks
- Dedicated enforcement
officers
- Consistency is key!
- Increased fines for
multiple infractions
- Use technology
- Meters are reminders,
not just tax collectors
..
_~'I'OUl'\~Dp
YllU$""l<<)~MlCIIIQ"AND1'Il~sa14
SAYS,"~RJR~AAla'UI'
a
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Signs - Pedestrian
-
. Way Finding
- Pedestrian Link
Between
Parking Areas
and Destination
S'l
='
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..
--
--
Pedestrian Strategies
..
. Enhance Pedestrian Experience
. Reduce Presence Of Parking Lots
. Way-Finding Signs
. Create Pedestrian/Bicycle Paths
. Zoning To Achieve Urban Density &
Variety of Land Uses
,.
..
S'l
='
!\lCH
Signs - Traffic
..
. Five Main Types - Hierarchy Is Important
Four Oriented Towards Automotive Traffic
- Introduction
- Direction
- Location
..
,
, - Identification
a
;;;;;;;l
~Ol
Pedestrian Activity
.
Critical Part Of Successful Downtowns
(pedestrian Activity = Economic Activity)
. A Mode Used Whenever We Change
Transportation
. Key Concerns: Safety, Cleanliness, Traffic
and Parking
-
..
a
;;;;;;;l
lUql
Parking Strategies
.
. On-Street Parking Is Your Best Friend
. Charge For Parking
. Change Zoning To Parking Maximum
. Make As Much Parking Public As Possible
. PubliclPrivate Partnerships
. Parking Signs & Marketing Are Crucial
.
..
a
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!"CH
8-95
2
Parking Operations
. Parking Management
. Pricing Strategies
. Defining Users
. EquipmentlTechnology
~
:::s
JUCH
Marketing
"
. Customer and Business friendly practice
. Distribution with other downtown
promotional material
. Advises individuals and businesses of
upcoming changes to the parking system
. MarketinglEducation-Ongoing Process
. RadiolPrintlWeb Site JI'
. Park & Shop
~
=
~IC1!
"
Supply and Demand Analysis
"
Parking
Equipmentffechnology
. Multi Space Meters
. Pay By Space Meters
. Pay and Display
. Electronic Payment
. Meter less Parking
. Networked Equipment
Credit Card/Debit(Value) CardIValidations
..
.
"
,
,
El
=
fUCH
Shared Use Strategy
No.....red....
5bredWllll
<GO
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=
8-96
3
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!UCH
Cost of Parking
$16,000 per stall- Construction costs
. $350 per stall-Operation and Maintenance
for 1 year (assumes attendant parking)
$50 per stall every year-Repair and
Replacement Reserve Account
~
=
RK;,lj
User Fees
Simplest method to implement
. Benefactor is paying
. Easy allocation through pricing
. Can be combined with validation programs
. Helps promote alternate transportation
choices
. Payment is matcbed to cost of parking
i3l
='
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3
3
,
3
3
~
Key Issues
3
. Determine who will pay for parking
. Assess how much parking private
development projects will need ,.
. Decide when to build public parking
, ~
,
i3l
='
~qj
Paying For Parking
3
Opemting and
Maintenance arc on-
going
Planning for
RcpIacomont
Four key sources to
select from
Call be combined. '"
One time Capital cost
to build.
..
One time payment
City gets money up-front
May require building specific parking allocation
according to what developer pays
- "1 paid for SO stalls. I want 50 stalls."
Developers may be resistant to on4going user fees
or assessments
Leaves Operating. Maintenance and Replacement
cost> to City
In Lieu Fee
a
=
!UCH
3
..
"
8-97
4
Annual Assessment
Difficult to administer as
- changes in use or ownership may cause
challenge of assessment
Often unable to charge enough to cover all
costs
- becomes a burden to small business
City left with up-front cost of building
parking
a
a
fUCH
Financing Options
Tax Backed Obligations
general obligation bonds
special assessment districts
tax increment financing
Revenue Bonds
COPS
a
a
!UCH
w.._
PaynlIIT__&Frtngn
UlItCylnsu_
""''''
T.......
Eqv\pmentMllntananCOl
pIltlrlgSllppll..(Tlck../C~1
Unlfarms& CI..nlnSl
FlKl'UllalMntIEm~ID'f'''TlIlllIng
L9l&AacoIlntlng
~&O.mq.
y.w.n...u:. Sllppll""
e.v.IorMaimnU1~'
M..-pmWlt F..
bkJl:eepingF....
RepB-& AepblCllmlllll Fund'
SnawRem_1
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=
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"1,355
"''''
s,,""
126.000
11,8110
$3,500
sa<'"
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55.000
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.........
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m.oo
"",3
$lII3.33
$3.00
19.83
Sll.87
SD.CO
$3.33
$4.00
S8.33
18.33
11600
10.00
10.00
$110.00
18.33
$4.17
$30,000
SS,ODO
..SO<>
.......
General Fund
.
"
..
Easy to administer
Financing for construction but on-going
maintenance and replacement costs still an
issue
Challenge of competing City interests and
responsibilities
,~
..
,
,
,
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fUCH
----
---------
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I~'-'='=
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--
-
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PRO FORMA 455 SPACE PARKING STRUCTURE
BREAK EVEN ANAYLSIS BASED ON GO BOND ISSUE
, , -. -. -. -. -. -. -. -. _. .N.
~
- .. .. " ..
- - - - - - - - - -
~- ~ - -IS"": .. -- -
.- .- - , .
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--- ~ ~ ~ .m. -- w - -
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,
8-98
5
PRO FORMA 45. SPACE PARKING STRUCTURE
MARKET RATE ANALYSIS BASED ON GO BOND ISSUE
.._- -r-- .--- 1 . -'-;""-,---- r-""-r--i--i"--T-.---n_.
-, ~.. -, -. -, -. -. -. -. -.
-
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- - - - .. - - - .. - -
..... ..... ~.. ..... ..... -. .....
..... " ..... ..... ..... "
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--- ...... -." ~. ...... ....... ............ ....,......
tt.-..,..__... - - - -- - -- - .~ .- --
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AD!!le V5.
Design I Layout __
ii;$"'=-~
90 del!ree ~,~ ~Sz -.l'lk'"
~2:= ~ ......~
RamniUI!:
Sloped Floor
Semi-expres:!!l
Expre!lll
DeterminiQ2' Factors:
Mixed-uses
Capacity
~ Peak tramc flow
~ Expandability
!\ICH
Operational Considerations
Cashiered vs. Cashierless
~
='
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Operating costs
Customer service
Revenue accountability/maximization
..
Site Selection
Dimensions:
Sbe
Shape
Efficiency
Location:
Proximity to major
demand generators
CODnectioDs to adjacent
land-uses
~
~
~
User Friendly Considerations
~
. Plain
. Active
Wavfindimr
. OUr IlId andle
Lil!'btcores
. OPUIUIVil'OlIment
. SuppleDlellt artifitUllli.bt
Maximize Visibilitv
Acrau PUkinl Doon
~
=
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Vm:iadCOfell(ilUideolfMd)
8-99
Next Steps
..
R&A Compiling and Analyzing Data
March 8. 2007
- Presentation of Parking Study Findings and
Charrette
April 12, 2007
- Presentation of Par king Recommendations "
a
=
~CH
.
6
City of Chula Vista
Parking Study Findings
March 8, 2007
s
~
District History
. ParldDI District formed ill 1963
. In Lieu fee established in 1982.
. Modification of In Lieu Fee lD 1989
. Park Plaza ParkiDg Structure huUt in late 19805
a
3
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Parking Supply
S!l
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Study Area
..
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1=:"..1
1......- !.
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d l if ---
1r_'~1~;:i:;lWr~~i!!F ·
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Parking Study Process
.
.
'"
Parking Supply
.
"
Oo-Street Parking Totals 600
Public Off-Street ParkiDg Totals 1,158
Public Parking Totals \,758 52%
Private Parking Totals \,603 48%
Total Parking in Study Area 3,361 \..."
-J.
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.
=>
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8-100
1
Key Definitions
. Turnover- The Dumber of times a vehicle is observed
ill the same space:
. OC1:upanq' - The length of time a space ill occupied by a
vehicle
. Circuit - The ohseJ'V9tion of each parking space ollce
every two hoon
. Block Face - A Dumber aDd letter designatioD for eacb
block (A - Nortb Face, B -.East Face, C-
Soutb Face, D-WestFace)
.
.
,
a
;;;;;;]
~
Friday Turnover and Occupancy
a
a
IllCH
Summary of Occupancy Study
~_'''_
fj~~! .1 .
-
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------
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8-101
Thunday Turnover and Occupancy
,
,
.
.
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=
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Summary of Occupancy Study
---
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Summary of Occupancy Study
COll1pllrMlv. P.~ntlige OccupllnGy
.
i. :::1
It::
1&30%
i i 20"
:!,o",
l ..
- ~ ~ .; II~::::::
-
.
l:all 11,aa 1:00 UO 5:001;!lO
11InafOllH......
I>
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2
Parking Demand Generation Factor
. Based on exisdllglaad DlIe5
. Does Dot include changes to vehicle use patterDs,
availability of alternate modes, walkability, de. envisioned
byUCSP
. Form based parking generation fac.tor is "best practice"
. Rich calculated 1.37 sp /1,000 I.f. for aU land uses
. Rich calculated factor supports UCSP factor of 1.0 sp I
1,000 Sol. for aD land USCI
..
.
..
~
RIO!
Current Demand
.
With 2.37 Factor
Supply D<mand Surplus I (Deficit)
.
3,361 2,253 1,108
With 2.0 Factor
Supply nomand Surplus I (Deficit) ..
- 3,361 1,901 1,460
;;;;:;;:
RICH
Current Demand
ENA Developments ..
With 2.0 Factor
Supply Demand Surplus I (Deficit)
..
3,147 1,901 1,246
..
31
=
lUqt
Assumptions for Current Demand
. + I ~ 40,000 s.t:. vacant space Dot re-occupied
. Existing patterns ofvebicle nse at ~ 9!%
. Typical daily parking demand
. No changes to parking supply
,
,
31
~
.
.
..
Assumptions for ENA
. Assumes Developmcot OD
Block I
Block 2
Block 4
Block 12
Lot 10
Lot 9
Lot 6
Lot 3
. Developmeot elbulaates public parkJng on lot
. Development supplies oD-site parking for project
31
=
RICH
..
..
..
Assumptions for UCSP
. Assumes UCSP model for development only on east aDd
west sides of Third Aveline
.:Z.OFAR
. 40% Residential
. 40% CommerdaI
. :ZO'-o Office
. No DCW parkiDg provided
a
;;;;:;;:
,!,CH
8-102
..
.
~
3
UCSP Development
.
With 2.0 Factor
Supply D=and Surplus I (Defic:it)
.
3,012 2,890 122
~
~
~
Late.IId.......
.
.
~
~
Parking Revenue and Expenses
-
--
,
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. . ~ .
-- " .
-
,
.
..
~
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RICH
Overall Findings
.
Lot Conditions
Meters
Signage and Way-Finding Signs
in Lieu Fee
Parking Financials
,
,
~
~
RICH
.
~
~
~
RICH
In Lieu Parking
---..-.....
"-
"-
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-----
8-103
Next Steps
R&A Preparing Recommendations
.
April 12, 2007 Community Meeting
Presentation of Parking Study
Recommendations
~
~
l!'CH
..
~
4
Chula Vista Parkl~ st~
Findings and Draft
Recommendations
April 12, 2007
Current Parking Demand
..
iFINDING: OVerall there Is a surplus of parking
l within the District although there are several
blocks along Third Avenue that have deficits
RECOMMENDATiON:
[J Increase usage of Park Plaza parking structure
i ~r'O "'. RSideJ;..implementil:lg strategies presented
,
,
I
,
Current Plirk!ng Demand
:FINDING: Park Plaza parking structure needs
. improvement
RECOMMENDATION:
o Upgrade signage: directional and locational
Cl Upgrade interior signage
Q Imorove liohtiM
, i Q Reslripe
: Q Conduct condition study
Cl Consider adding elevator to north end
,
Agenda
l CJ Presentation of Findings and Draft
, Recommendations
QPublic Comment Period
,
l'i
Current Parking Demand
:FINDING: The Park Plaza parking structure is
underutilized
RECOMMENDATION:
ClMake structure more user-friendly
a Implement recommendations
, ,
,
,
.
Operatlona' R.comm.ndatlons
Man....m.nt
t-INUINl:i:t.,;rty naeas upaatea ana consistent
! parking policies
RECOMMENDATION:
bl Develop policies for operation and use of valet
parking
i Consider and develop residential parking
, pi:lo........it pr.ogr?....., If needed
o Maintain but revise in-lieu parking fee policy on
ran annual basis
Report out to community about parking
policies, management and changes on annual I
basis
8-104
1
Oper'lltlonal R8c0mmendatlons
Management
; -
iFINDING: Parking management is disjointed
RECDMMENDATION:
CJ Form a Parking Advisory Committee
OAppoint one City staff person to serve as
Parking Director
, 11;1 establish separate parking fund
l
IJAssign marketing to TAVA
,
Oper'lltlonal Recommendations
Management
--
lFINDING: Marketing is done on a limited basis
, .
RECOMMENDATION:
IJBudget $10,000 for marketing from parking
revenues
DMarketing should include web site,
i ' . -~- tiooaLRewsletters to stakeholders etc.
10 Involve lAVA in implementation
.
Oper'lltlonal R8c0mmendatlons
Parking Demand
jFINDING: Inconsistent time periods available for
parking in public lots
RECOMMENDATION:
o Remove 10 hour time periods in lots 2.3 and 5
IJAllocale 3 hour time periods in public lots
; employees arnrail day parkers to free
I spaces in Park Plaza parking structure and
designated lots within the District
"
Operational Recommendations
Management
i~; The parking district has not been effectively
managed and sufficient funds expended which has
lead to an inability to properly maintain and market
parking in the District
R!;:COMMENDATlON:
a Management of the District should be based on a
budget that is prepared annually based on standard
. ts to maintain, operate and
1 I enforce parking
o Parking revenues and fines generated within the
district should be used for funding operating costs,
capital repair costs and a capital fund to develop
additional parking areas
Oper'lltlonal Recommendations
Parking Allocation
IFINDING: Lots 2 and 3 on Landis are not
providing enough customer/visitor parking
RECOMMENDATiON:
o FirSt phase- move all permit parking from these
lots to Park Plaza parking structure
o Second phase- monitor use of lots 2 and 3 and
; , ;, .~"""""'I""':/ S"'less than 85% consider
i ! allowing permit parking back in these lots at a
premium rate
"
Operational Recommendations
Parking Operations
!FINDING: Parking rates are too low
'RECOMMENDATION:
o Increase" rates to $.25 per fifteen minutes for all
except 10 hour meters
IJ Increase rates to $.50 per hour for 10 hour
; !lJlncrease permit rale to $120.00 per quaner
"
8-105
2
Operational Recommendations
Parklnl Operations
---
!FINDING: Difficult to identify the meter time limit
lRECOMMENDATION:
o Color code meters based upon length of stay
o Put small signs on poles that are color coded
and describe time limit of meter
i
,
"
Operational Recommendations
Parklnl Operations
--
)FINDINGS: Signage is inconsistent
RECOMMENDATION:
o Upgrade or provide signage: introduction,
directional, locational and way finding
CI Engage a sign consultant to design signage
;--' ~ +ecommendations for sign
, , placement
I
"
Parklnl & Re_nue Control
IFINDING: On-street & off-street meters are
outdated, many do not work. and cannot be
repaired
RECOMMENDATION:
o Replace all on-street and off-street meters with
electronic meters that accept a smart card
[ ; _, ~s-flClefl-_)
10 Replace meters in lots 2,3,7,and 5 with multi-
space meters that accept coins, dollar bills,
credit cards and smart cards.
"
Operational Recommendations
Parking Operations
;FINDING: Bicycle racks are difficult to find and
I are outdated
RECOMMENDATION:
o Install new bicycle racks and market availability
and locations
o Develop a broader marketing campaign to
, 1 ,.. cyctlnlSe-
, IQPramoteuse of bicycles as alternate mode of
transportation consistent with the UCSP
"
Operational Recommendations
Parklnl Operations
-
iFINDING: Some paseos need improved lighting
i and signage to increase use
RECOMMENDATION:
D Install signs at the entrances: street and lot
sides
~ Rd-IaRdscape
i , 10lnstallllghting features
"
Parking Facllltl_
!FINDING: Some parking lots in the downtown
, core are not well-maintained
RECOMMENDATION:
o Repair lot 5 (remove surface, compact and
resurface) and minor repair of Jot 2
OUpgrade lighting in lots 2,3,4,and 11
l es pe ots , , , , and 10
I CJ Improve signage
DBetter maintain landscaping
"
8-106
3
ParkIng Enfon:ement
jFINDING: Enforcement Is Inconsistent .._~
jRECOMMENDATION:
CJProvide two full time PEOs in District
CJEstablish defined routes that are completed in
two hour circuits
CJAbandon Senwavs for PEOs if they must
i operate In paIrs
o Conduct license plate inventory to monitor
shuffling
DContinue monitoring permit parking and "
issuance of multiple tickets
Potential PlII'klng
Conslde,.tlolUl with ENA
Development
;FINDING: Development of ENA sites will reduce
I the number of parking spaces available to the
District
RECOMMENDATION:
CJAgency should prtorttize proceeds from the
~ale of parking lots to necessary capital
rneRli>f<ljeel&within the Parking
District
CJStudy and review parking distrtct every 3 years
.
Potential Plll'klng
Conslde,.tlolUl with ENA
Development
'FINDING: Lots g and 10 have lower parking
1 occupancies and smaller capacities therefore
development of lots has minimal impact
RECOMMENDATION:
CJ Use way finding and signage to direct
customers/visitors to surrounding lots 8 and 11
D
Plll'klng Enton:ement
--_..
j FINDING: Parking fines are too low
I RECOMMENDATION:
o Increase overtime parking and expired meter
fines from $12.00 to $20.00
CJ Increase fine for unpaid tickets from $24.00 to
i i D For a 6 month period after implementation of
I
fine increase, issue courtesy tickets for first
infraction
~
Potential Parking
ColUllde,.tlons with ENA
Development
rNDING: Lot 3 currently has high utilization '~nd
larger capacity and its location is central to
many businesses
RECOMMENDATION:
Q Remove pennlt parking from lot and reevaluate
occupancy
n 0_, "," o1.occut, more effectively use Park
! Plaza parking structure and consider integrating
replacement public parking as part of the development
[J Maintain lot 3 as public parking if occupancy continues
to be high after recommended changes
n
Potential Plll'klng
ColUllde,.tlons with ENA
Development
iFINDING: Lot 6 has higher occupancy but lower
! capacity and has difficult ingress and egress
and therefore will have minor impact
RECOMMENDATION:
Q First step: investigate possibility of agreement
to lease space from Baptist Church
i i ,u,u,e"lleVl!1llpment of a parking
structure on Lot 7 and the existing Baptist
Church parking lot
~
8-107
4
Potentia' Future Parking N.....
With Redevelopment of Third
A_nue
iFINDING: Should the Urllan Core Specific Plan
(UCSP) be adopted, redevelopment may occur
and cause changes to parKing demand
RECOMMENDATION:
Cl Study and review parking district every 3 years
i ,
I
"
8-108
Next Steps
.
"
i' Consultant to finalize Recommendations
. Consultant to prepare Final Report
. Staff will prepare accompanying report
and recommendations for public review
. Final Re 0 d taff Report and
Recommendations will be presented to
City Council
"
5
Table 2A
Parking Supply Summary
Exhibit 2
Block > 1 2 3 4 5 6 7 8 9 10 11 12 13 100 200 300 400 Summary
O~
Not Signed 28 5 16 26 22 5 102
, 5 Minute Metered 3 3
30 Minute Metered 3 2 2 7
One Hour Metered 3 2 4 6 3 3 7 28
Two Hour Metered 26 55 22 20 13 18 16 10 24 37 41 4 6 24 316
Ten Hour Meter 11 7 1 16 5 6 8 54
30 Minute Free 3 3
One Hour Free 4 4
Two Hour Free 25 21 20 12 78
Ten Hour Free 26 26
loading Zone 2 1 2 5
TOTALS 626
011__
Public
Three Hour Free 254 254
All Day Free 407 407
Two Hour Metered 14 1 15
Four Hour Metered 27 9 32 51 43 162
Ten Hour Metered 35 20 61 42 65 43 52 318
Barrier Free (Handicap) 2 1 3 3 2 19 2 3 2 37
TOTALS 1193
Private
Private/Reserved 66 83 59 57 29 122 109 848 91 30 4 28 52 4 46 31 32 1691
Barrier Free (Handicap) 3 1 2 4 23 3 2 3 41
TOTALS 1732
Summary 170 171 108 205 110 172 118 891 132 78 745 203 190 22 69 57 110 3551
On-Street Parking Totals
Public Off-Street Parking T~tals
PublIc Parking Tolall
Private Parking Totals
ToIal Parking In study Area
626
]..ill
1819
1732
3551
Soruce: Chula VISta data and Rich and Associates Fieldwork, December 2006
8-109
Exhibit 2
TABLE 2A - Parking Supply Summary
Block> 1 2 3 4 5 6 7 B 9 10 11 12 13 100 200 300 400 Summary
On_
15 Minute Metered 3 3
30 Minute Metered 3 2 2 7
One Hour Metered 3 2 4 6 3 3 7 28
Two Hour Metered 26 55 22 20 13 18 16 10 24 37 41 4 6 24 316
Ten Hour Meter 11 7 1 16 5 6 8 54
30 Minute Free 3 3
One Hour Free 4 4
Two Hour Free 25 21 20 12 78
Ten Hour Free 26 26
Loading Zone 2 1 2 5
TOTAlS 626
011_
f!.!!2!k;
All Day Free 407 407
Two Hour Metered 14 1 15
Four Hour Metered 27 9 32 51 43 162
Ten Hour Metered 35 20 61 42 65 43 52 318
Barrier Free (Handicap) 2 1 3 3 2 19 2 3 2 37
TOTAlS 1193
~
Private/Reserved 66 83 59 57 29 122 109 848 91 30 4 28 52 4 46 31 32 1691
Barrier Free (Handicap) 3 1 2 4 23 3 2 3 41
TOTALS 1732
Summary 170 171 108 205 110 172 118 891 132 78 745 203 190 22 69 57 110 3551
On-Street Parking Totals
Public Off-Street Parking Totals
Public Parking Tolala
Private Parking Totals
ToIal Parking In Study Area
626
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Attachment 3
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CITY OF
CHUlA VISTA
Downtown Parking District
Interim Action Plan
8-134
DOWNTOWN PARKING DISTRICT
INTERIM ACTION PLAN
#1 MAINTAIN THE DOWNTOWN PARKING DISTRICT
Finding: The Parking District's obligations to maintain metered parking and utilize
the revenue for only District expenditures ended in 1999. Many of the
District's assets are in disrepair and require significant expenditure to be
updated.
Recommendation:
Maintain the Downtown Parking District. Implement effective
management and operation strategies that will result in additional revenue
for capital improvements within the District.
Implementation:
Work with staff and the community to develop a Downtown Parking
District Management Plan including a timeline for capital improvements in
the District.
Action Time:
Fourth Quarter of 2007
#2 PARKING FUND
Finding:
The District has no obligation to continue to use funds generated by
parking meter revenue and fines on parking-related activities (i.e.
maintenance, repairs and capital improvements) within the District.
Recommendation:
Consistent with the Parking District Law of 1951, continue to maintain a
separate fund, place all revenue generated from the Downtown Parking
District into this fund, and direct that these monies only be utilized for
improvements within the District.
Implementation:
No changes required at this time.
Action Time:
Third Quarter of 2007
#3 DOWNTOWN PARKING DISTRICT BOUNDARIES
Finding: The boundaries of the District and the in-lieu parking fee area are
inconsistent and do not include enough of the area that is or may be
impacted by parking issues. The Downtown Parking District needs to
have the same opportunities (i.e. in lieu parking fee program) available
throughout.
Recommendation:
Change the boundaries (E Street to the north, Del Mar to the east, Garrett
to the west and H Street to the south).
Implementation:
In accordance with California Streets and Highways Code Section 35270,
a Notice of Intention will be published, pursuant to Government Code
Section 6066 in the Star News and will specify a time for hearing
objections to the proposed change, which will not be less than 20 days
after the first publication of the notice. A copy of the notice will also be
mailed to each affected landowner. At the conclusion of the hearing, if no
majority protest is on file and if all protests and objections have been
overruled and denied, then the City Council may adopt an ordinance
8-135
declaring that the Parking District is formed and describing the
acquisitions and improvements to be made.
Action Time:
First Quarter of 2008
#4 PARKING MANAGEMENT
Finding: There is no single point of contact for the public or for City staff involved
in parking. There are several City departments with direct or indirect
involvement in parking. There should be one designated city employee to
organize parking functions for the Downtown Parking District and work
with the public.
Recommendation:
Appoint an Interim Parking Manager from existing City staff. This staff
person will dedicate a portion of their time to the Parking District for at
least one year. This position should be re-evaluated during the annual
review period.
Implementation:
The City Manager will assign an Interim Parking Manager.
Action Time:
Third Quarter of 2007
#5 PARKING ADVISORY COMMITTEE
Finding: Parking is an issue that involves the City, local organizations, downtown
businesses, residents, customers and visitors. There is no formal
mechanism in place that provides an opportunity for ongoing and direct
input and participation in the decision-making process on Parking District-
related activities.
Recommendation:
Form a Downtown Parking Advisory Committee (DPAC) conSisting of
representatives from the downtown business community, business
organizations, property owners and City staff. The PAC will advise the
City Council on the development and implementation of the Downtown
Parking District Management Plan and review ongoing operations.
Implementation:
The Interim Parking Manager will draft and present proposed selection
criteria and operating guidelines for the DBAC to the City Council for
consideration.
Action Time:
Fourth Quarter of 2007
#6 PARKING ENFORCEMENT
Finding: The District requires more consistent parking enforcement. One full-time
position of 40 hours per week has been funded from the Parking District
Account, which is inadequate since the enforcement hours are Monday
through Saturday from 9am to 5 pm, a total of 48 hours per week.
Downtown businesses and organizations have expressed concern that
there is not adequate enforcement in the downtown area.
Recommendation:
Ensure that all of the posted hours of enforcement are being actively
enforced in the District.
8-136
Implementation:
The Interim Parking Manager will coordinate with the Police Department
to ensure coverage Monday through Saturday from 9am to 5 pm.
Ongoing coordination and review will occur to determine if additional
enforcement is required. The Interim Parking Manager will work with the
Finance Department to ensure adequate funding for enforcement hours.
Action Time:
Fourth Quarter of 2007
#7 PARKING METERS AND EQUIPMENT
Finding: The on-street and off-street meters need to be replaced. There are three
types of meters being used in Chula Vista, with the majority of the meters
more than 30 years old. There are many non-functioning meters. This
causes numerous problems particularly since the public does not receive
consistent or clear direction as to the regulations related to broken meters.
Tickets are issued to vehicles parked at broken meters even when a note is
attached to the meter stating that it is broken. This creates a sense of
confusion and frustration from customers and visitors.
Recommendation:
The City should purchase new individual meters for on-street parking
spaces and multi-space machines for public parking lots in the District.
The individual and multi-space meters can accept coins, tokens and value
or smart cards, making the parking transaction easier for the parker. The
meters should be electronic, which will allow rates and time parameters to
be more easily changed. Additionally, the reporting of income and use by
each meter can be downloaded by a handheld machine which will assist
in revenue analysis and accountability. Ideally, the system would also be
wireless and solar powered.
Implementation:
Staff will prepare specifications and work with the parking equipment
vendor to negotiate the purchase and installation of new individual and
multi-space meters. The Parking District would borrow funds from the
Redevelopment Agency and would repay the funds with Parking District
revenues. Projected costs for the replacement of all the existing meters is
$380,000 including installation, software and equipment. Based upon the
proposed meter increases, the District should be able to repay the Agency
within 2 years from the date of installation of the new meters.
Action Time:
Fourth Quarter of 2007 to prepare specifications
First Quarter of 2008 for installation of equipment
#8 PARKING METER RATES
Finding: The parking rates in the Downtown District are too low. They do not
deter people from parking beyond the posted time limits and do not
provide the District with adequate funds to make needed repairs and
improvements.
Recommendation:
Increase meter rates as described in the table below. From 2002-2006 the
revenue from parking meters averaged $239,479.00 annually. With the
proposed increase the projected revenue is estimated to increase by over
$300,000 annually to over $540,000. These funds will greatly enhance
the District and help create a self-sufficient and thriving Downtown
Parking District.
8-137
Time Limit Current Rate Proposed Rate
On-street 30 minute meter $0.05 per 10 minutes $0.25 per 30 minutes
Token per 10 minutes
$0.10 per 20 minutes
$0.25 per 30 minutes
On-street 2 and 3 hour $0.05 per 10 minutes $0.25 per 30 minutes
meter
Token per 10 minutes $0.50 per 60 minutes
$0.10 per 20 minutes
$0.25 per 50 minutes
Off-street 4 hour meter $0.05 per 30 minutes $0.25 per 30 minutes
$0.10 per 60 minutes $0.50 per 60 minutes
$0.25 per 150 minutes
Off-street 10 hour meter $0.05 per 30 minutes $0.25 per 60 minutes
Token per 30 minutes
$0.10 per 60 minutes
$0.25 per 150 minutes
Implementation:
The Interim Parking Manager will initiate reVISions to Chula Vista
Municipal Code Chapter 10.56.020 modifying the stated meter rates and
providing additional language allowing further modification upon City
Cou nci I approval.
The Interim Parking Manager will work with other City departments,
TAVA, the Chamber of Commerce and local businesses to prepare a
marketing campaign advertising the parking meter increase. This
information will be published in local newspapers, letters will be mailed
to the area included within and directly surrounding the District, email
communiques will be distributed and a Parking District website will be
established. The marketing campaign will advertise the effective date of
the increase at least one month ahead of implementation.
Action Time:
Second Quarter of 2008
#9 PARKING FINES
Finding:
The City's parking fines are too low and do not discourage parkers from
knowingly violating parking regulations.
Recommendation:
Increase the expired/overtime meter fine from $12 to $25. This proposed
rate increase is lower than the $50 fine recommended in the Parking
Violation Penalty Schedule, prepared in 2005 by a consortium of San
Diego County Cities. Staff is recommending this lower fine increase to
address the fact that the current fine is too low to deter people from
knowingly violating parking regulations but acknowledging the concerns
voiced by businesses and property owners within the District.
Implementation:
The Interim Parking Manager will work with other City departments,
TAVA, the Chamber of Commerce and local businesses to prepare a
marketing campaign advertising the parking fine increases. This
information will be published in local newspapers, letters will be mailed
8-138
to the area included within and directly surrounding the District. Email
communiques will be distributed and a Parking District website will be
established. The marketing campaign will advertise the effective date of
the increase at least one month ahead of implementation.
Action Time:
Second Quarter of 2008
#10 PASEOS
Finding:
The paseos provide access for customers from the public parking lots to
Third Avenue retail shops but many are unmarked, and require
improvements such as landscaping, painting and lighting. These paseos
are an integral part of the parking system, especially when downtown
blocks are long. They help cut down on the distance customers and
visitors have to walk to and from parking to their destination.
Recommendation:
Develop budget for improvements, which could be $10,000 to $100,000
depending upon the types of improvements made. Install signage to
identify and direct customers to the paseos to enter Third Avenue. Make
improvements to the paseos, such as murals and landscaping, to create a
more inviting walking experience to and from the parking lots to
businesses on Third Avenue. PBID should allocate some monies to be
used for beautifying these areas since this will benefit the District as a
whole.
Implementation:
Staff will work with TAVA and the PBID to discuss opportunities for
making improvements to the paseos, including identifying funding,
preparing a budget, and assigning responsibilities for the coordination,
development and implementation.
Action Time:
First Quarter of 2008
#11
Finding:
EXClUSIVE NEGOTIATING AGREEMENTS
Public parking lots #3 and #6 are identified as possible development sites.
Lot #3 (South Landis Avenue) has high occupancy rates, provides a large
supply of parking due to larger size of the lot and is central to businesses
on Landis and Third Avenue. This lot should be maintained as public
parking. Lot #6 (Church and Madrona) has high occupancy but lower
capacity and is hampered by difficult ingress and egress. The loss of
parking on this site will have a minor impact on surrounding businesses as
there are other parking areas that can make up for the loss of parking, but
many surrounding businesses have expressed concern regarding the
potential loss of this parking.
Recommendation:
Maintain Lots #3 and #6 as public parking.
Implementation:
On August 23, 2007, the CVRC approved new Exclusive Negotiating
Agreements (ENA) to transfer the development opportunity for CityMark
Development LLC from Lot #3 to Lot #2 and Voyage LLC from Lot #6 to
Lot #10. Therefore, Lots #3 and #6 and will be maintained as public
parking.
Action Time:
Third Quarter of 2007
8-139
#12 CONDUCT ANNUAL REVIEW
Finding: There has been no system established to review the management and
operations of the District. This has led to a lack of direction regarding how
the District should function.
Recommendation:
Conduct an annual review and prepare a report to the City Council on the
status of parking operations in the District. This report should cover
income and expenses, details on number of tickets written, fees collected
and accounting of funds collected from meters and permits.
Implementation:
The Interim Parking Manager and Parking Advisory Committee will work
to establish criteria and processes for an annual review. A staff report,
including a status of the previous year's activity, analysis of District
performance and any recommended changes will be presented at a
community meeting and to the City Council on an annual basis.
Action Time:
Third Quarter of every year, beginning in 2008
#13
Finding:
REPORT OUT TO COMMUNITY
There is public distrust about how parking funds are utilized, and there has
been a lack of information shared between the City and stakeholders.
There is no organized process or requirement for reporting out parking
district operations to the community.
Recommendation:
Establish a Downtown Parking District website, linked to the City's
website to provide general parking information and information specific to
the District, including meter rates, parking fine rates, hours of
enforcement, contact information, processes and procedures, etc.
Develop a clear process to report back out to the community through
established organizations such as the Third Avenue Village Association
and the Chula Vista Chamber of Commerce and direct contact, such as
community meetings and direct mailing.
Implementation:
Staff will work with TAVA and the Chamber of Commerce to develop a
Community Outreach Program. Staff will also create a Parking District
website that will include valuable information such as contact information,
meter rates, public parking area map, etc.
Action Time:
Fourth Quarter of 2007
8-140
CITY COUNCIL RESOLUTION NO.
RESOLUTION OF THE CHULA VISTA CITY COUNCIL (a)
ACCEPTING THE DOWNTOWN PARKING MANAGEMENT
STUDY; (b) APPROVING THE DOWNTOWN PARKING INTERIM
ACTION PLAN; AND (c) DIRECTING STAFF TO PREPARE A
DOWNTOWN PARKING MANAGEMENT PLAN
WHEREAS, the Downtown Parking District was established in 1963 pursuant to the
Parking District Law of 1951; and
WHEREAS, the Downtown Parking District provides more than 1700 public parking spaces
through metered and free parking; and
WHEREAS, Rich and Associates was engaged by the Redevelopment Agency to conduct a
Parking Management Study and began the study process in December 2006; and
WHEREAS, the Parking Management Study has been completed and the Final Report
outlining the findings of the Study and providing recommendations for modifications to the District
has been issued; and
WHEREAS, the Parking Management Study determined that significant improvements
were warranted in the management and operations of the District; and
WHEREAS, a Downtown Parking Interim Action Plan has been presented outlining 13
recommendations to address those areas of management and operations of the District; and
WHEREAS, the future preparation of a Downtown Parking Management Plan is necessary
to provide a long-term strategy for the District;
NOW, THEREFORE, BE IT RESOLVED that the City of Chula Vista City Council does
hereby (a) Accept the Downtown Parking Management Study including the Final Report; (b)
Approve the Downtown Parking Interim Action Plan; and (c) Direct staff to prepare a Downtown
Parking Management Plan.
Eric Crockett
Redevelopment Manager
Presented by:
8-141
ORDINANCE NO.
ORDINANCE OF THE CITY OF CHULA VISTA
AMENDING CHAPTERS 10.56 AND 10.62 OF THE
CHULA VISTA MUNICIPAL CODE, RELATED TO
PARKING METER RATES AND OVERTIME
PARKING FINES,
WHEREAS, the Downtown Parking District was established in 1963 pursuant to
the Parking District Law of 1951; and
WHEREAS, the Downtown Parking District provides more than 1700 public
parking spaces through metered and free parking; and
WHEREAS, Rich and Associates was engaged by the Redevelopment Agency to
conduct a Parking Management Study and began the study process in December 2006;
and
WHEREAS, the parking study culminated in a Final Report, which made certain
findings, including that the revenue is insufficient to keep up with necessary maintenance
and repairs; and
WHEREAS, a Downtown Parking Interim Action Plan has been presented
outlining 13 recommendations to address areas of management and operations of the
District, including increasing parking meter rates and the overtime parking fine to
generate additional revenue; and
WHEREAS, the additional revenue generated from the increase of parking meter
fees and the overtime parking fine will be utilized for parking-related expenditures within
the Parking District to make the necessary improvements outlined within the Final
Report.
NOW, THEREFORE, the City Council of the City ofChula Vista does hereby
ordain:
SECTION I.
Chapter 10.62, Section 10.62.010 Parking violations is amended as
follows:
10.62.010 Parking violations.
A. Enforcement. Every police officer and every city employee, and every volunteer
(designated by the chief of police) charged with enforcement of the provisions of
Chapters 10.52, 10.56 and 10.60 CVMC relating to illegal parking and time limitations in
parking meter zones, the provisions of the California Vehicle Code, and the other laws of
the state applicable to parking violations within the city, shall have the duty, when any
8-142
vehicle is illegally parked, to issue written notice of violation thereof stating the state
vehicle license number, make of such vehicle, the time and date of such illegal parking,
meter number, street location, and a reference to the appropriate section of the code and
the amount of the penalty for the violation. Such notice shall be attached to said vehicle
in a conspicuous place upon the vehicle so as to be easily observed by the person in
charge of such vehicle upon his return thereto.
B. Civil and Late Payment Penalties and Fees.
For the purpose of regulating the use of streets:
I. Base penalty amounts for the following Chula Vista Municipal Code violations shall
be $12.00 if paid within 30 days of the notice of violation: CVMC 10.56.100; 10.56.110;
10.56.120; 10.56.140.
2. Base penalty amounts for the following Chula Vista Municipal Code violations shall
be $50.00 if paid within 30 days of the notice of violation: CVMC 10.52.485.
3. Base penalty amounts for the following Chula Vista Municipal Code violations and
California Vehicle Code violations shall be $25.00 if paid within 30 days of the notice of
violation:
CVMC 10.52.100; 10.52.110; 10.52.120; 10.52.130; 10.52.200; 10.52.210; 10.52.240;
10.52.330; 10.52.390; 10.52.420; 10.52.430; 10.52.480; 10.56.130; 10.56.310. California
Vehicle Code Sections 21 13 (a); 22515; 22520.
4. Base penalty amounts for the following Chula Vista Municipal Code violations and
California Vehicle Code violations shall be $35.00 if paid within 30 days of the notice of
violation: CVMC 10.52.040; 10.52.060; 10.52.070 (I) - (14); 10.52.090; 10.52.150;
10.52.160; 10.52.180; 10.52.190; 10.52.230; 10.52.270; 10.52.290; 10.52.310;
10.52.360; 10.52.450; 10.60.030; 10.60.050; 10.60.060; 10.60.080; 10.60.090; 10.60.100.
California Vehicle Code Sections 21211; 22500(a) - (h); 225000), (k); 22500.1; 22514;
22516; 22517.
5. Base penalty amounts for the following California Vehicle Code violations shall be
$25.00. The base penalty will be reduced to $10.00 upon submission of proof of
correction within the time frames specified in the Vehicle Code of the state of California:
California Vehicle Code Sections 5200; 5201; 5204(a).
6. The base penalties for the following California Vehicle Code violations shall be as set
forth below:
California Vehicle Code Sections 4462(b) - $100.00; 22500(i) - $250.00; 22500(1) -
$275.00; 22507.8 - $330.00; 22522 - $275.00; 22523 - $100.00; 22526 - $50.00.
7. The base penalties for Chula Vista Municipal Code and California Vehicle Code
violations not listed above shall be $35.00 if paid within 30 days of the notice of
violation, unless the penalty amount is set by the Vehicle Code of the state of California.
8-143
8. The owner or operator may mail such payments to the city's director of finance within
the time established herein, but shall be responsible for delivery thereof to the office of
the director of finance.
9. Late Payment Penalties. All base penalties under $250.00 listed in subsections (B)(2)
through (6) of this section shall double if not paid within 30 days of the notice of
violation, unless specifically restricted by the Vehicle Code of the state ofCalifomia.
The penalty for violations listed in subsection (B)(I) of this section shall be $35.00 if the
penalty is not paid within 30 days if the notice of violation.
C. Failure to Pay. Failure to pay the appropriate penalty as provided herein or failure to
contest the violation pursuant to Sections 40200.7 and 40215
SECTION II.
Amend Chapter 10.56, Section 10.56.020 Meters -Installation and
maintenance - Rates for Use. Tokens permitted when. as follows:
Section 10.56.020 Meters - Installation and maintenance - Rates for use.
The city council shall provide for the installation of parking meters including curb or
street marking lines, regulation and operation thereof, and shall cause said meters to be
maintained in good workable condition. Meters shall be placed upon the curb next to
individual parking places and meters shall be so constructed as to display a signal
showing legal parking upon deposit therein of the proper coin or coins of the United
States, as indicated by instructions on said meter, and for a period of time conforming to
the parking limits of the city, said signal to remain in evidence until expiration of the
parking period so designated, at which time a dropping of signal or some other
mechanical operation shall indicate expiration of the parking period. When any vehicle
shall be parked next to a parking meter, the owner or operator of the vehicle shall park
within the area designated by the curb or street marking lines as indicated for parallel or
diagonal parking and, upon entering the parking space, shall immediately deposit coinage
in the meter, and said parking space may be then used by such vehicle during the legal
parking limit provided by the ordinances and resolutions of the city, as follows:
A. Thirty minute meters - A twenty-five cent deposit for each 30 minute interval up to the
maximum time limit established for the zone in which the meter is located; or
B. Two, three, and four hour meters - A twenty-five cent deposit for each thirty minute
interval or a fifty cent deposit for each one hour interval up to the maximum legal time
limit established for the zone in which the meter is located; or
C. Ten hour meters - A twenty-five cent deposit for each one hour period up to the
maximum legal time limit established for the zone in which the meter is located; or
8-144
(ard. 2670,1996; ard. 2436 S 2,1991; ard. 2367 S 1, 1990; ard. 2143 S 1, 1986;
ard. 955 S 3, 1965).
Eric Crockett
Redevelopment Manager
Presented by:
8-145
S+-r\~ou-+ V~IOi\
ORDINANCE NO.
ORDINANCE OF THE CITY OF CHULA VISTA
AMENDING CHAPTERS 10.56 AND 10.62 OF THE
CHULA VISTA MUNICIPAL CODE, RELATED TO
PARKING METER RATES AND OVERTIME
PARKING FINES,
WHEREAS, the Downtown Parking District was established in 1963 pursuant to
the Parking District Law of 1951; and
WHEREAS, the Downtown Parking District provides more than 1700 public
parking spaces through metered and free parking; and
WHEREAS, Rich and Associates was engaged by the Redevelopment Agency to
conduct a Parking Management Study and began the study process in December 2006;
and
WHEREAS, the parking study culminated in a Final Report, which made certain
findings, including that the revenue is insufficient to keep up with necessary maintenance
and repairs; and
WHEREAS, a Downtown Parking Interim Action Plan has been presented
outlining 13 recommendations to address areas of management and operations of the
District, including increasing parking meter rates and the overtime parking fine to
generate additional revenue; and
WHEREAS, the additional revenue generated from the increase of parking meter
fees and the overtime parking fine will be utilized for parking-related expenditures within
the Parking District to make the necessary improvements outlined within the Final
Report.
NOW, THEREFORE, the City Council ofthe City ofChula Vista does hereby
ordain:
SECTION I.
Chapter 10.62, Section 10.62.010 Parking violations. is amended
as follows:
10.62.010 Parking violations.
A. Enforcement. Every police officer and every city employee, and every volunteer
(designated by the chief of police) charged with enforcement of the provisions of
Chapters 10.52, 10.56 and 10.60 CVMC relating to illegal parking and time limitations in
parking meter zones, the provisions of the California Vehicle Code, and the other laws of
the state applicable to parking violations within the city, shall have the duty, when any
8-146
vehicle is illegally parked, to issue written notice of violation thereof stating the state
vehicle license number, make of such vehicle, the time and date of such illegal parking,
meter number, street location, and a reference to the appropriate section of the code and
the amount of the penalty for the violation. Such notice shall be attached to said vehicle
in a conspicuous place upon the vehicle so as to be easily observed by the person in
charge of such vehicle upon his return thereto.
B. Civil and Late Payment Penalties and Fees.
For the purpose of regulating the use of streets:
1. Base penalty amounts for the following Chula Vista Municipal Code violations shall
be $12.00 if paid within 30 days of the notice of violation: CVMC 10.56.100; 10.56.110;
10.56.120; 19.56.130; 10.56.140. .
2. Base penalty amounts for the following Chula Vista Municipal Code violations shall
be $50.00 if paid within 30 days of the notice of violation: CVMC 10.52.485.
3. Base penalty amounts for the following Chula Vista Municipal Code violations and
California Vehicle Code violations shall be $25.00 if paid within 30 days of the notice of
violation: CVMC 10.52.100; 10.52.110; 10.52.120; 10.52.130; 10.52.200; 10.52.210;
10.52.240; 10.52.330; 10.52.390; 10.52.420; 10.52.430; 10.52.480; 10.56.130: 10.56.310.
California Vehicle Code Sections 2113(a); 22515; 22520.
4. Base penalty amounts for the following Chula Vista Municipal Code violations and
Clwla Vista MURieiJlal Celle 10.62.919 Hl 37 (Reyised 8/06) California Vehicle Code
violations shall be $35.00 if paid within 30 days of the notice of violation: CVMC
10.52.040; 10.52.060; 10.52.070 (1) - (14); 10.52.090; 10.52.150; 10.52.160; 10.52.180;
10.52.190; 10.52.230; 10.52.270; 10.52.290; 10.52.310; 10.52.360; 10.52.450;
10.60.030; 10.60.050; 10.60.060; 10.60.080; 10.60.090; 10.60.100. California Vehicle
Code Sections 21211; 22500(a) - (h); 225000), (k); 22500.1; 22514; 22516; 22517.
5. Base penalty amounts for the following California Vehicle Code violations shall be
$25.00. The base penalty will be reduced to $10.00 upon submission of proof of
correction within the time frames specified in the Vehicle Code of the state of California:
California Vehicle Code Sections 5200; 5201; 5204(a).
6. The base penalties for the following California Vehicle Code violations shall be as set
forth below:
California Vehicle Code Sections 4462(b) - $100.00; 22500(i) - $250.00; 22500(1) -
$275.00; 22507.8 - $330.00; 22522 - $275.00; 22523 - $100.00; 22526 - $50.00.
7. The base penalties for Chula Vista Municipal Code and California Vehicle Code
violations not listed above shall be $35.00 if paid within 30 days of the notice of
violation, unless the penalty amount is set by the Vehicle Code of the state of California.
8-147
8. The owner or operator may mail such payments to the city's director of finance within
the time established herein, but shall be responsible for delivery thereofto the office of
the director of finance.
9. Late Payment Penalties. All base penalties under $250.00 listed in subsections (B)(2)
through (6) of this section shall double if not paid within 30 days of the notice of
violation, unless specifically restricted by the Vehicle Code of the state of California.
The penalty for violations listed in subsection (B)(l) of this section shall be $35.00 if the
penalty is not paid within 30 days if the notice of violation.
C. Failure to Pay. Failure to pay the appropriate penalty as provided herein or failure to
contest the violation pursuant to Sections 40200.7 and 40215
SECTION II.
Amend Chapter 10.56, Section 10.56.020 Meters - Installation and
maintenance - Rates for use. Tokens permitted when. as follows:
Section 10.56.020 Meters - Installation and maintenance - Rates for use. TekeRs
permittea wheR.
The city council shall provide for the installation of parking meters including curb or
street marking lines, regulation and operation thereof, and shall cause said meters to be
maintained in good workable condition. Meters shall be placed upon the curb next to
individual parking places and meters shall be so constructed as to display a signal
showing legal parking upon deposit therein of the proper coin or coins of the United
States, as indicated by instructions on said meter, and for a period oftime conforming to
the parking limits of the city, said signal to remain in evidence until expiration of the
parking period so designated, at which time a dropping of signal or some other
mechanical operation shall indicate expiration of the parking period. When any vehicle
shall be parked next to a parking meter, the owner or operator of the vehicle shall park
within the area designated by the curb or street marking lines as indicated for parallel or
diagonal parking and, upon entering the parking space, shall immediately deposit coinage
in the meter, and said parking space may be then. used by such vehicle during the legal
parking limit provided by the ordinances and resolutions of the city, as follows:
A. Thirtv minute meters - A twentv-five cent deposit for each 30 minute interval UP to the
maximum time limit established for the zone in which the meter is located.^. fi'le eem
eoiR for each 19 miRute iHterval ef tile 39 minute, eRe hoar ana 1:\'0'0 hear meters; or
B. Two. three. and four hour meters - A twentv-five cent deposit for each thirtv minute
interval or a fifty cent deposit for each one hour interval UP to the maximum legal time
limit established for the zone in which the meter is located:\ 10 eent eeiR for eaeh 20
miaute iater'o'al ef the 39 miffilte, 1 hour ana twe floar meters; or
C. Ten hour meters - A twentv-five cent deposit for each one hour period UP to the
maximum legal time limit established for the zone in which the meter is 10cated1\ tOR eeat
8-148
eain Jler ReW' fer eaeR feW' ReW' ami Ilille ReW' meter far the maJdmlHll legal Jlar-king time
limit establishea far saia zene; or
D. f. I Q eellt eein sr t..ve fiye eent eeills fsr eaeh 20 millme interval for eaeh twe heW'
meter fllr the mllldmllffi legal JlBfkillg time limit establishea fer saia zelle; er
B. IRlieu afthe aeJlesit sf five eent eeills hefeiRaae'le referrea te, there is sJleeitieally
aIltherizeEi the use ef a tallen apJlrsl,imately the size ef a H'le eellt eaiR; the aesign ana
shaJle ef sueh takeR shall Be ell file ill the effiee af the eity elerk ana sueh aesign may Be
ehaRgea frem time tll time by reselmieR efthe eit)' ee_eil. Sueh tekeRs may Be
JlW'ehaseEi in reasellaele affieunts frem the fillaHee effieer;
F. It is oolawful ill any manner te reJlfa8uSe er ffiaIlufaetW'e sr eeunterfeit the tekeRs
aescriBea iR subsectiell (II) ef this sectiall, el,eept UJleR Ylfi-tlell autherity ef the sity. It is
ualll'.vful te use sr Jlsssess with the inteftt te use ill a JlBfkillg meter any slug, metal Jlieee
er ether Eieyise, el,sept these tskeRs aatflerizeEi BY the sit)", whish is saJlaele ef being
JiSea iR Jllase er in lieu sf a Unite a States eaill iR the Jlarkillg meters ef ChHla Vista. (Ord.
2670,1996; Ord. 2436 ~ 2,1991; Ord. 2367 ~ I, 1990; Ord. 2143 ~ 1, 1986; Ord. 955 ~
3, 1965).
Presented by:
Approved as to form by:
Eric Crockett
Redevelopment Manager
Ann Moore
General Counsel
8-149