SR-417-001-01 (5)CITY OF SANTA MONICA
EAST-WEST COMMERCIAL CORRIDORS PARKING STUDY
DRAFT REPORT (SEPTEMBER 2004)
INTRODUCTION
The establishment of multiple preferential parking
districts in residential areas adjacent to the east-west
commercial corridors has generated concern among
business owners, community stakeholders, and City
residents about access to parking to serve and
support the commercial uses and buildings along
these streets (see Figure 1). To address these issues
City Council established an East-West Commercial
Corridors Parking Task Force to develop and evaluate
parking solutions for the Wilshire, Santa Monica, and
Pico Boulevard commercial corridors. Subsequently,
commercial portions of Montana Avenue and Ocean
Park Boulevard were added for consideration. The
five-member Task Force consisted of three City
Council members and two Planning Commission
members. This report reviews work products and
concepts that were developed by the Task Force.
Figure 1: residential preferential parking zones are now
prevalent in most Santa Monica' neighborhoods that
back up onto east-west commercial corridors.
II. EAST-WEST COMMERCIAL CORRIDORS PARKING STUDY PROCESS
The Task Force met a total of nine times over a ten-month period as follows.
Meeting Date Key Topics
1 3/3/03 Develop and review work plan and establish objectives
2 4/3/03 Review on-street parkin utilization
3 5/8/03 Review "A" lot surve and zonin requirements
4 6/5/03 Review "A: lot protot pe example
5 7/21/03 Review Task Force oals and recommended opportunit areas
6 9/8/03 Review on-street curb standards, parking district formation opportunities and
potential to eliminate "A" lot and establish transition zone
7 10/23/03 Review off-street issues and opportunities
8 11/24/03 Review off-street parkin issues and develop Task Force recommendations
9 1/22/03 Finalize Task Force Recommendations
During the course of the meeting process, The Task Force invited and sought input from
stakeholder groups to better understand community concerns and issues. These groups
included the following:
Meeting Date Group
2 4/3/03 Auto dealers
Page 1 of 22
3 5/8/03 Wilshire Boulevard and Santa Monica Boulevard business and propert owners
4 6/5/03 Business Improvement Districts and businesses along Montana Boulevard, Pico
Boulevard and Ocean Park Boulevard
5 7/21/03 Residents adjacent to east-west commercial corridors
Based upon community input, staff comment, and Task Force input and direction, the
following work products were developed during the course of the Task Force process:
1. Parking Utilization Inventory - Survey of on-street spaces and public lots usage
along Wilshire Boulevard and Santa Monica Boulevard east of Lincoln Boulevard
including utilization of parking spaces at the cross streets that abut the commercial
uses.
2. "A" Lot Overview - Field survey of existing conditions and uses at "A" lots along the
commercial portions of Montana Avenue, Wilshire Boulevard, Santa Monica Boulevard,
Pico Boulevard, and Ocean Park Boulevard east of Lincoln Avenue and review of
existing zoning requirements and constraints.
3. "A" Lot Prototype Study -Preliminary diagrams and development of an "A" lot
prototype to explore opportunities for providing additional public parking to serve older
commercial development.
4. Parking District Formation Observations - An outline of possible parking district
arrangements and benefits.
5. Parking Study Curb Management Survey - Survey of curbside parking design
criteria as utilized by other area jurisdictions.
III. TASK FORCE OBJECTIVES
The Task Force developed the following objectives as a tool to review existing conditions
and policies, evaluate potential parking opportunities, and consider alternative approaches
to increasing parking supply along east-west commercial corridors.
1. Establish policies that encourage increased parking supply for customers and
employees without compromising neighborhood and community quality of life
standards.
2. Buffer residents from the impact of any additional off-street parking.
3. Maximize curbside / on-street parking spaces within commercial zones through
striping modifications and feasible reduction of red curb.
4. Manage the City's supply of on-street and off-street parking resources to create
increased opportunities for customer and employee parking.
5. Acknowledge the differences of character and use that occur along each commercial
corridor.
Page 2 of 22
6. Increase parking opportunities without the use of public subsidies.
7. Consider methods to reduce the demand for parking.
IV. SUMMARY OF ANALYSIS
1. Parking Utilization Study
To better understand the existing use of curbside parking spaces along east-west
commercial corridors east of Lincoln Boulevard, the location and number of existing
curbside parking spaces as well as existing parking regulations for these spaces along
both Wilshire Boulevard and Santa Monica Boulevard and the spaces wrapping the side
streets that front commercial property were surveyed (see Figure 2 below). The full results
are provided in Appendix A.
FIGl1RE W-2 . , v _
PUBLIC PARKING INV~NTCIRY
WILSHIRE B~EILEVARD Cf~RRiDOR
Figure 2: Example of survey along Wilshire Boulevard and Santa Monica Boulevard.
Page 3 of 22
Parking space utilization along both streets was also observed and mapped. To
understand use of parking spaces during the course of the day and capture a sense of
peak use, utilization of parking spaces was observed on an hourly basis from 9:00 AM in
the morning to 9:00 PM in the evening A utilization profile was developed for both a typical
weekday as well as a typical Saturday (see Figure 3 on the following page). The full results
are provided in Appendix A.
Based upon the observations, completed in mid-November of 2002, use of curbside
parking spaces was found to be greater during the week than on the weekends on both
Santa Monica Boulevard and Wilshire Boulevard. Peak usage of curbside parking spaces
occurred during the lunch hour. Additionally, the utilization survey demonstrated that a
higher percentage of parking spaces were utilized in the evening along Wilshire Boulevard
in comparison to Santa Monica Boulevard, reflecting the more intense commercial
development, particularly the presence of restaurant uses, (see Figure 4 on the following
page).
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Figure 3: On this partial map of the Wilshire corridor, Kaku Associates has mapped utilization (% of curbside spaces
occupied) on an hourly basis. As the hour grows closer to lunch, more of the curbside turns red, i.e, is fully occupied by
Existing use of public lots adjacent to the Wilshire corridor (Lots 7, 8 and 12) was also
found to be generally heavy throughout the business day. In the evenings parking spaces
were available at these lots. On the weekends these lots were also well utilized, though not
as busy as during the week. Of the three lots, Lot 8 was typically the least utilized of the
three municipal lots.
Page 4 of 22
FIGURE W-1
WILSHfRE B4UL~VARC~ GORRID{3Ft Rl]BLIC PARKfNG U~tL1ZAT10N
(t~ll On-~tr~et I~ar~ing Corridc~rwide ~Icas L~ts 7, 8 and 12j
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~-7h~rsday, 31/14142 -Sai~rd~y, 11116I02
Figure 4- this graph illustrates that weekday use of curbside parking
spaces is consistently higher than weekend use. Overall use of curbside
parking is seen to peak just after noon and in the evening.
The utilization survey as a whole illustrates that curbside parking space can be found
during the day and into the evening along the length of both of the streets surveyed.
However, individual blocks, or clusters of blocks, depending upon the type of adjacent use,
are heavily patronized, particularly at lunch hour and the evening rush hour. From the point
of view of the individual motorist seeking a parking space along an east-west commercial
corridor, they may well perceive that no curbside parking spaces are available, particularly
during peak hours of use near popular destinations (lunch and evening), and that available
spaces are seemingly too distant by foot from intended destinations. At the same time,
given that the length of these two streets is bordered by residential neighborhoods and
streets that are already almost entirely included, or proposed to be included, in the City's
residential preferential parking programs, available curbside parking spaces along east-
west commercial boulevards during peak hours of use are at a premium (see Figure 5 on
next page).
Page 5 of 22
°~~+~r~~~~~ ~~~rc'n+g
Figure 5- this map from the City of Santa Monica website (August 2004) shows that the vast majority of neighborhoods
and streets immediately adjacent to east-west commercial corridors are protected by the City's preferential parking
programs.
Page 6 of 22
2. Curbside Parking Standards Review
Curbside parking standards used by other Southern California locales were collected and
compared to City of Santa Monica standards. The objective was to determine if alternative
standards existed and or could be implemented that would more efficiently utilize the curb
zone and thereby increase the yield of parking spaces along east-west commercial
corridors. it was found that curbside parking standards vary from city to city (see Table 1).
For example, the City of Long Beach typically requires 20' of red curb upon approach to an
intersection or crosswalk as opposed to 30' in Santa Monica. On the other hand Santa
Monica requires only 15' of red curb upon departure from a typical intersection versus 20'
in Long Beach. Santa Monica also requires less length for an inside parallel parking stall
than Culver City but more space than Huntington Beach for the same type of stall. Review
of the "Curb Management Telephone Survey" matrix does suggest that options exists for
the City to further optimize curbside parking in Santa Monica. Coupled with the efforts that
the City is already making in this regard (elimination of red curb at storm sewer catch
basins for instance) a nominal number of additional curbside spaces may be realized along
east-west commercial corridors. Additionally, the City is continuing to survey the feasibility
of providing diagonal parking on cross streets adjacent to commercial zones. This too
could result in some additional curbside parking spaces for use by customers and
employees of east-west commercial corridors.
Santa
Monica Beverly
Hills Burbank Culver
Cit 10 Huntington
Beach Long
Beach City of
L.A. Pasadena
Red Curb Standards
Intersections/ Approach 30' see - 25' - 20' - 20'
Crosswalks Departure 15' 20' - 40' - no min. - 20' - 20'
Driveways 2'-4' 20' 0 no min. - depends - 10'
Fire H drants 15' 16' 15' 15' - 15' - 15'
Loading Zones _ 40' commercia~
20'passenger 25' depends - 20' min. - 20' - 24'
Bus Zones 80' - 120' 44' MTA
Stds. 90' - 60' min. - 90'
"No particular standard used" _ - Yes - Yes Yes Yes -
Comments see see see - - see see see
On-Street Parkin Stall Len th
Inside stalls 22' 20' - 22' 25' 20' 18' 20' 19' 24'
End stalls with clearance 18' 20' 20' - 18' 23' - 24'
End stalls w/o clearance 26' 22' 20' 22' 18' 23' - 24'
"No particular standard used" _ - - - - Yes - -
Comments - see see see - - - see
1. N.A.
2. In areas where stalls are not marked, additional red curb may be installed on spaces too small for most vehicles.
3. 20' with Stop sign, 40' with signal.
4. 30' on approach to Stop sign.
5. Case-by-case basis
6. 25' of red zone in front of Stop sign
7. Two designs for stalls: 20' of stall with 4' of red zone in between, or 22' of stall with no extra spacing.
8. Layout: two back-to-back 19' stalls followed by 8' of red curb, repeat.
9. Unique to Beverly Hills, Customer Convenience Zone; 20 minute, 10 minute, and 3 minute in which the driver may
not leave his/her car.
10. Use California Vehicle Code.
Table 1
P~no 7 nf 77
3. "A" Lots Survey and Review
One of the goals of the East-west Commercial Corridors Parking Study is to understand
the potential to better utilize existing "A" lots located behind commercial uses along these
streets to provide additional parking opportunities for customers and employees of
commercial corridor businesses. "A" lots are residentially zoned lots within the "A Overlay
District" that are "...intended to provide adequate parking facilities to support important
commercial corridors and neighborhood commercial areas in the City while assuring that
each facility will not adversely impact the environment of nearby residents or diminish the
integrity of the subject residential zoning districts..." (see part 9.04.08.38 of the City of
Santa Monica Zoninq Ordinance).
In general there is a perception that many of the lots immediately behind and adjacent to
parcels fronting east-west commercial boulevards east of Lincoln Avenue are "A" lots. In
fact, City of Santa Monica zoning designates only a limited number of the lots found
immediately behind commercially zoned parcels with this designation. The majority of lots
immediately adjacent to commercial frontage lots along east-west corridors east of Lincoln
typically have a residential use designation (see Figure 6).
1 a W~~shire Boulevard / Santa Monica Boulevard
DRAFT "A" Lot Context
East-West Commercial Corridors Parking Study
Scale: 1 "=200'
o~ ,oo~ zao• aoo~ eoo•
N cnyor
KEY ~ ~`, SantaMonica
~;~~"~ ,.A., Lot ',~~
~
_
~;= Surface Parki ng In "C' Zone ~'~
Surface Parking In "R° Zone uaaaN s.umo
'~ `' City/Public Parking Lots ,~,o~„
_ Zoning Boundary z,;,~„_,..
Figure 6- this map illustrates that only a small portion of the transitional lots between commercial frontage and
residential neighborhoods carry the `A" lot designation. `A" lots are indicated in green.
Additional maps illustrating this condition are provided in Appendix A.
P~no R nf 77
Field conditions were also reviewed at each "A" lot along commercially zoned portions of
Montana Avenue, Wilshire Boulevard, Santa Monica Boulevard, Pico Boulevard, and
Ocean Park Boulevard (see Figure 7).
Figure 7- Example of conditions at `A'
lot within the study area.
This survey resulted in two overarching observations:
1. "A lots are typically 50' wide by 150' in length. Approximately 20 cars can be parked in
this area depending upon the exact layout, location of curb cuts for ingress and egress,
location of rear entrances to commercial buildings, landscape features, etc. Parking
has already been optimized at most of the "A" lots that are used for this purpose.
2. There is not a consistent land use pattern that can be discerned in the field regarding
the location of "A" lots. In several locations, for instance at super markets, surFace
parking lots with commercial and/or residential zoning surround the designated "A" lot.
In other locations buildings occupy "A" lots. In some locations additional surFace
parking zoned residential is located to the "rear" of an "A" lot. In several locations a
parcel with similar configuration and surrounding uses next to or opposite an "A" lot
was observed, yet this adjacent parcel did not carry the "A" lot designation.
Analysis by of zoning requirements at "A" lots revealed the following:
1. Notwithstanding their association with commercial frontages, "A" lots have an
underlying residential use designation.
P~no Q nf 77
2. Existing parking on "A" lots is permitted to remain only if all of the following conditions
are met:
a. The commercial parcel supported by the "A" lot is not redeveloped.
b. The "A" lot remains a surFace parking lot.
c. The existing commercial building is not added to or expanded beyond 50% of
existing floor area.
d. Required parking for new additions does not utilize the "A" lot.
3. Uses permitted in the A Overlay District subject to the approval of a conditional use
permit include:
a. All uses listed as conditionally permitted in the residential district in which the
parcel is located.
b. Parking below ground level if all of the following are met:
i. "A" parcel was in parking use on the effective day of the ordinance.
ii. The parking is for the temporary parking of transient motor vehicles and trucks.
iii. The parking structure is accessory to a permitted commercial use.
iv. The surFace level is developed and maintained as landscaped open space.
v. Entrance to the facility is located on the commercially zoned parcel.
c. Open-air farmer's markets.
d. Above and/or below-grade municipal parking structures if all of the following are
met:
i. The parking structure replaces a municipal surFace parking lot.
ii. The parcel is > 40,000 sf.
iii. The parcel is located in the North of Wilshire Overlay District (the only
municipal lot in this area is Lot 8, north and west of Wilshire at 16t" Street. This
lot is less than 40,000 sf.).
4. Uses prohibited at "A" Lots:
a. Above-grade parking structures.
b. No parking use unless all properties between the side lot line of the "A" lot and the
boundary of any commercial district are in non-residential use.
c. Rooftop parking directly abutting, or separated by an alley from a residential use.
a. New surFace level parking lots.
5. Non-parking uses developed on "A" lots shall meet the same property development
standards required for the underlying residential use. Below-grade parking structures
shall be exempt from parcel coverage and setback requirements provided that there
remains a 5'-wide unexcavated and landscaped area along the side property line that
abuts a residential parcel.
Based upon the field survey and existing zoning constraints, the following observations
were developed by for consideration by the Task Force:
1. There is no consistent land use pattern with regard to the location of "A" lots. The
historic rationale for their implementation may have evolved due to incremental
p~.,o ~ n „f ~~
changes in land use over time at adjacent parcels both along the commercial corridors
and within the residential neighborhoods.
2. The dimensions of existing "A" lots yield a limited number of surFace parking spaces
and use of these lots for parking has already been optimized. Building a level of
parking either above or below the existing surFace condition at "A" lots will introduce
substantial inefficiencies associated with needed vehicular ramps, access elevators,
stairs, etc. Based upon these constraints, as well as the development constraints that
zoning requires, intensified use of existing "A" lots for additional self-parking is unlikely.
3. When an "A lot is combined with an adjacent commercial lot, the dimensions of the
resulting combined lot allow for a more efficient layout of parking spaces, in either a
subterranean or above-grade garage configuration.
4. Existing zoning in the A Overlay District does not support redevelopment of "A" lots for
either new parking uses or commercial redevelopment. If a residential use is built on
an "A" lot, the surFace parking associated with an adjacent commercial use may not be
relocated below grade or typically continued. With a conditional use permit, temporary
parking of transient motor vehicles and trucks is allowed below grade but only if the
surFace of the "A" lot is maintained as a landscaped open space. Additionally, zoning
prohibits above-grade parking, rooftop parking, and new surFace parking at "A" lots.
5. Utilizing a conditional use permit, a municipal parking structure could theoretically be
developed on an "A" lot of greater than 40,000 sf in the North of Wilshire district.
However, based upon review of existing municipal lots, no such lot presently exists.
6. Existing zoning generally supports the following types of development and
redevelopment at "A" lots:
a. Retention of existing commercial buildings and adjacent surFace parking.
b. Limited commercial improvement of existing properties to accommodate existing
uses and intensity of uses.
c. Redevelopment of "A" lots for multi-family residential uses of differing densities
dependent upon location and underlying residential land use designation.
In summary, If an objective of the East-west Commercial Corridors Parking Study is to
support commercial uses by increasing the potential for off-street parking at "A" lots for
customers and employees of businesses along these streets, the City should consider
changes to existing zoning criteria.
P~no 9 9 nf 77
4. Development and Design Scenario Prototype
As a way to explore how an "A" lot could potentially contribute additional public parking
spaces, a scenario was developed using a prototypical site utilized the area of both a
commercial parcel and a"transitional" lot (i.e. the lot between a corridor facing commercial
parcel and a residential parcel). The scenario is not site specific but meant to represent the
types of building masses found along east-west corridors (see Figure 8).
AXONOMETRIC - EXISTING PLAN - EXISTING
Scale: t "=50'
Figure 8- existing conditions along east-west corridors are characterized by one and two story 'perimeter block"
buildings facing the commercial streets and transitional lots separating commercial uses from the residential uses and
neighborhoods. In this non-site specific illustrative scenario, developed to test the scale and scope of potential
development and consequent parking opportunities, orange blocks represent commercial buildings and white blocks
represent residential buildings.
The goal of the illustrative example was to better understand the scale and scope of
potential development and consequent parking opportunities that might occur if these
types lots were combined per City of Santa Monica zoning. The analysis explored existing
standards for separating commercial from residential parcels and developed a potential "kit
of parts" that could further facilitate the transition from a commercial zone to a residential
zone.
The prototype assumed a three story mixed-use design with two stories of housing over
one story of street facing retail and commercial space (see Figure 9 on next page). On the
area of the transitional site, the housing stepped down from three stories to two stories and
incorporated open space, stepbacks, and setbacks to buffer the new construction from the
existing residential construction. The illustrative design assumed subterranean parking
beneath the entire site. The intent was to realize a reasonable design envelope in keeping
with the scale of existing commercial corridors. Notwithstanding this objective, the design
is not a"by-right" design in that it is not within the existing allowed zoning envelope with
P~no 97 nf 77
regard to height, FAR, etc. The prototype thereby would require discretionary actions from
the City.
In general, it was found that the efficiency of parking and consequent parking supply could
be increased if typical commercial lots were combined with typical transitional lots. At the
same time at-grade landscape setbacks, building stepbacks, continuation of residential
front yards and development of courtyards facing residential areas could all be utilized to
mitigate, from a design point of view, new development. However, after the code required
parking for typical commercial and residential uses is accounted for, there is little
opportunity for additional public spaces unless the underground parking is further
excavated into the ground with additional subterranean levels, which is very expensive.
Alternative approaches that could realize parking for public use within limited underground
space would be to limit residential uses in a corridor project to those that require less
parking, such as senior or affordable housing, or changing the City's parking standards
and requirements along transit corridors.
AXONOMETRIC-PROPOSED P~AN-PROPOSED
Scale:l"=50'
Figure 9- A prototypical design to test existing and potential design guidelines that could mitigate or buffer the
transition from commercial to residential uses. Orange represents commercial uses, white represents residential
uses, and green represents open space opportunities. Where colors are mixed within one illustrative structure, a
mixed-use project is represented.
When presented the illustrative example, concern was expressed that zoning based upon
the prototype might unduly induce development and displace existing businesses. At the
same time the Task Force remained supportive of zoning modifications that would
maintain current intensities of development and allow for increases in parking supply for
customers and employees of east-west commercial businesses.
P~no 92 nf 77
5. Overview of Parking District Opportunities
A possible tool for either managing resources or funding new parking facilities is the
creation of parking districts. Santa Monica currently has a very successful parking district
in the downtown area. There are three types of parking districts that were reviewed for
their applicability to the needs of the East-west corridors.
1. Designation of specialized zoning for additional parking use rights within a specific
area.
2. Management of parking resources within a specific area to increase utilization of
existing and future resources.
3. Municipal ownership and financing of public garages and lots.
In most cases it was noted that management strategies, specialized district formation, and
municipal involvement tend to be complimentary and overlap. It was noted that a
successful parking district strategy necessitates a meaningful parking advantage for local
businesses as well as significant support by local property owners.
Specialized districts would typically utilize the zoning code to provide incentives within the
boundaries of a district. Examples of parking incentives could include encouragement of
shared parking within new and existing developments or more flexible standards regarding
the use of off-site covenanted parking spaces coupled with lowered on-site parking
requirements. Management districts would concentrate on means to facilitate shared
parking arrangements between private parties. This type of district is usually enabled by
public policy but does not need to involve public finance or ownership.
Municipal ownership and financing of public garages and lots was raised during several of
the Task Force's public meetings. Given the objective of the Task Force to increase
parking opportunities without the use of public subsidies, municipal ownership and
financing of public garages and lots was not considered applicable at this time.
V. COMMUNITY ISSUES AND COMMENTS
Public comments and ideas were received and considered by the Task Force at nine
public meetings over ten months. Comments below have been organized by topic.
1. Curbside Parking Spaces
a. Curbside red zones in front of businesses along east-west commercial corridors
are excessive and should be reduced.
b. There is a shortage of on-street parking for customers, employees, and business
owners. Meter time limits need to address the specific, block-by-block, and the
sometime unique needs of businesses.
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c. Filming along streets, ongoing construction of major projects, and daytime street
cleaning put curbside parking spaces at a premium.
d. The shortage of on-street parking may cause some businesses to leave Santa
Monica.
e. Utilize diagonal parking at along commercial corridors where feasible.
2. Preferential Parking Districts
a. Residential preferential parking districts impact employee, customer, and business
owner parking supply along east-west commercial corridors, particularly with
respect to older buildings that have insufficient parking.
b. Many residential streets adjacent to east-west commercial corridors with
residential preferential parking districts appear to be empty during the day.
c. A permit system with clear identity placards should be developed for employees.
d. Some neighborhoods may be against changing residential preferential parking
zones to allow employee permit parking.
e. Allowing employees to park in residential preferential parking districts may impact
residential streets and neighborhoods and raise enforcement issues with regard to
misuse of permits.
f. The City should know how many employees need parking, how many employee
permits will be created, and how the City will enforce use of permits before a
permit-parking program for employees is created.
g. Employee-permit programs within residential preferential parking districts should
not be implemented without public comment.
3. Zoning Code Considerations to Address Supply of Parking along East-west
Commercial Corridors
a. Existing development standards should be studied to understand impediments to
parking along east-west commercial corridors.
b. Criteria in the zoning code that limit or prohibit creation of on-site parking as well
as rooftop parking at auto dealerships should be eliminated.
c. "A" lots should be preserved for the creation of parks; higher densities and
intensities of use should be allowed along east-west commercial corridors to
support creation of this open space.
d. Changes to zoning to allow additional parking should be coupled with the creation
of parking districts to manage parking.
e. Adequate parking is not provided at new developments.
f. SurFace parking lots should be allowed along Wilshire Boulevard to help address
the need for more parking along this corridor.
g. In the East Pico area, additional parking that results from any changes to code
should be utilized only to support the existing intensity of development.
h. "A" Lots should revert back to residential use if redeveloped.
i. The City should enforce maintenance of existing parking spaces at surFace lots in
commercial corridors and not allow them to be utilized for storage containers, etc.
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4. Inadequate Parking and Storage at Automobile Dealerships
a. Automobile dealers have inadequate onsite parking for employees, customers,
and storage of automobiles.
b. There is an estimated storage need for approximately 1000 automobile parking
spaces.
c. There might be interest in a shared facility for employee parking, remote parking
for employees, and/or storage.
d. A shuttle service could be utilized if shared facilities are developed.
5. Treat Each Commercial Corridor Differently
a. Each east-west commercial corridor is unique and each should be treated
differently.
6. Build Parking Facilities
a. The business district in the east Pico area stated an interest in building a parking
structure, particularly if zoning is changed to allow this type of use.
7. Utilize Alleys
a. The City should utilize alleys for parking.
8. Allow Automated Parking Solutions
a. Revise zoning code to accommodate use of automated parking and storage solutions in structures
(see Figure 10 and Figure 11).
Figure 10 and 11 - automated parking efficiently use existing surface area but typically need to be attended. Visual
compatibility with adjacent uses is also a consideration.
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VI. ADDITIONAL CONCEPTS CONSIDERED BY TASK FORCE DURING PROCESS
The following are some of the suggestions or issues raised by Task Force members during
the nine Task Force meetings that were not explicitly acted upon during the development
of recommendations.
1. Maximize On-street Parking Opportunities
a. Loading/yellow zones should have more explicit signage stating when parking is
allowed in these areas.
b. Utilize "smart" meters to better manage spaces. Provide cards for City residents
with pre-programmed resident privileges to create parking benefits for City residents
at meters and thereby incentivize use of local businesses by local patrons.
c. Implement red curb changes as part of the development process.
d. Examine interFace between crosswalks and parking spaces.
e. Provide "quick-load" zones along commercial corridors.
2. Create Additional Parking Resources
a. Purchase additional public parking lots along Montana Avenue.
b. Utilize school sites as parking resources.
3. Implement "Park Once" Policies
a. Develop a"park once" policy along the east-west commercial corridors that
facilitates parking once within the corridor and then encourages walking and/or use
of transit.
4. Automated Parking Solutions (see Figure 10 and Figure 11 above)
a. Consider allowing vertical vehicle storage solutions at "A" lots and new construction
sites.
b. Revise zoning code to accommodate use of automated parking and storage
solutions and structures.
5. Implement Additional Sustainable City Practices
a. Address parking supply issue within a larger context of developing additional
sustainable city concepts and practices such as utilizing jobs/housing balance as a
tool.
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VII. SUMMARY OF TASK FORCE RECOMMENDATIONS
The following recommendations were developed by the Task Force for consideration by
City Council.
A. Maximize On-Street Parking Supply
Increased parking opportunities for customers and employees of east-west commercial
businesses can be realized by maximizing the yield of curbside parking spaces.
Throughout the Task Force process there has been interest expressed for the City to both
review the standards utilized along curbs to increase parking supply and further implement
ongoing changes in the field to yield more curb parking spaces. The following measures
are suggested to ensure that the City is fully utilizing available curb space.
1. Review Red Curb and Parking Length Standards: The Task Force requested that
the City survey comparable cities to determine whether there is potential for adopting
standards that would produce additional spaces. The survey of approximately ten
cities addressed red curb length at intersections, crosswalks, driveways, hydrants and
bus zones; typical stall lengths for end stalls with clearance, end stalls with no
clearance, and length for inside stalls. The survey suggested that there are some
opportunities to marginally increase the supply of curbside parking spaces.
2. Review Angled Parking Opportunities: City staff has committed to reviewing
opportunities for providing angled parking spaces along the commercially zoned
portions of side streets adjacent to east-west commercial corridors.
B. Manage City's Parking Resource Supply
1. Consider Employee Permit Parking Demonstration Program: The Task Force
supported Council consideration of a demonstration program that would assess the
feasibility of allowing a limited amount of employee parking permits within designated
preferential parking zone(s) based on occupancy data.
2. Minimize Space Reserved For Valet Zones: Ensure that valet parking zones serving
specific businesses have a minimum impact on adjacent businesses and minimize the
use of multiple parking spaces for valet zones. Consider regulations to limit daytime
valet parking (on Santa Monica Boulevard) and consider side streets as an alternative.
3. Curbside Parking Time-Limit Management: The City should continue to work with
surrounding businesses to provide curbside parking time limits that address and
balance the needs of adjacent businesses. Some businesses are currently unaware
that they can have input into this process.
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4. City Parking Lot Time-Limit Management: The utilization survey of the City's
parking spaces along Wilshire Boulevard included the three off-street lots along
Wilshire Blvd. (Lot 8 on the north side of Wilshire between 15t" and 16t"; Lot 7 on the
south side of Wilshire between Euclid and 14t"; and Lot 12 on the south side of
Wilshire between 14t" and 15t".) The results indicated that there could be some fine-
tuning potential to maximize the availability of shorter term transient parking where the
demand is high by shifting some of the 10-hour spaces in Lot 7 to Lot 8 and replacing
them with one or three-hour time limits.
C. Increase Private Parking Opportunities
The Task Force explored a variety of options in developing and recommending specific
measures that would have the potential for increasing off-street parking supply for
customers and employees without compromising neighborhood and community quality of
life standards. Other important considerations were to create opportunities that do not
require public subsidy and to acknowledge the differences in character along each of the
commercial corridors.
1. Zoning Code Revisions: The intent of proposed changes is to create parking for
existing uses, not to make changes in the code that will encourage new growth. As a
way to address this concern, stipulations can be incorporated into zoning code
revisions that a certain portion of any new spaces need to be public spaces, available
to adjacent residents, customers and employees; or alternatively, limit the amount of
net new spaces that can be added to fulfill code requirements (i.e. would limit the
amount of net new parking that would be required to support increased building size or
intensified use.)
a. Revise the "A" Off-street Parking Overlay District: As a way to increase
opportunities for customer and employee parking at "A" lots behind and adjacent
to commercial land uses along east-west corridors, as these properties are
improved and/or redeveloped in conjunction with the commercial property,
revisions to the "A" overlay code outlined below should be considered:
1) Along Pico Boulevard, Santa Monica Boulevard and Wilshire Boulevard allow
underground parking associated with a commercial use without the
requirement of a conditional use permit if appropriate design standards are
met. Current standards include:
A minimum 5' landscape setback from adjacent residentially zoned
parcels or existing residential uses both above and below grade to ensure
viability of landscape and tree screens.
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Planting minimums, such as one tree per each 20 feet of length parallel to
a residentially zoned parcel or residential use (for unexcavated area.)
iii. Maintenance of existing front yard setback requirements for underlying
land use.
iv. Limit underground parking access to associated commercial parcel or
alley, if available.
2) Along Wilshire Boulevard allow one-story of enclosed parking and/or one-story
of enclosed parking with housing above if appropriate design standards are
met (see "C.a.(1)" above for minimum menu of design standards).
3) At "A" lots associated with an automobile dealer use, allow enclosed parking to
the height of the underlying residential district if appropriate design standards
are met including but not limited to:
A minimum stepback of five feet from adjacent residentially zoned
parcels for each level of parking use above the first level.
See "C.a.(i)" above for other design standards
b. Revise "C" Zones: To increase opportunities for customer and employee parking
associated with commercial uses along east-west commercial corridors, as these
properties are improved and/or redeveloped, and to facilitate the economic viability
of the established auto dealer businesses, the Task Force is suggesting revisions to
the "C" zones as outlined below.
1) In the C2 zone at the east end of Pico Boulevard, allow underground parking
associated with commercial uses.
2) Along Santa Monica Boulevard and Wilshire Boulevard allow automobile
storage uses at rooftops if the following standards are met:
Underlying height limits are maintained.
The automobile storage use is screened from the view of adjacent as well
as opposite sidewalks.
iii. The automobile storage use is screened from adjacent uses that are
within five feet of the same elevation level as the storage use.
iv. Screening is completely opaque or a maximum forty percent open with a
maximum dimension of one foot between screening elements.
p~.,o ~n „f ~~
2. Parking District Formation
a. Along Pico Boulevard east of Thirty-First Street consider facilitating the creation of
a property and business owners parking facilities district that could privately fund
off-street parking resources to serve this commercial area.
b. Consider supporting the creation of a parking overlay district for automobile dealer
uses per recommendations that are being developed by the Santa Monica Auto
Dealership Study.
D. Explore Creative Partnerships
The City should continue to support and encourage partnerships, such as the joint use of
sites within the School District, Santa Monica College, and other entities, to add parking to
the inventory in locations where it makes sense. As appropriate these partnerships could
serve older under parked commercial uses.
E. Consider Means to Reduce Parking Demand
The Task Force considered demand management strategies as a viable longer term goal
that could be incorporated into the update process of the Circulation Element to the
General Plan. Some possible measures for consideration include the following:
1. Improve the comfort, convenience, and utility of the pedestrian environment and
bicycle environment along east-west commercial corridors and adjacent
neighborhoods through provision of additional sidewalk, parkway, tree planting, bike
lane, pedestrian lighting, wayfinding, street furniture, bus shelter, and other
improvements that encourage use of east-west commercial businesses and services
by pedestrians, bicyclists, and transit users.
2. Provide additional shuttle and transit services between east-west corridors and
adjacent neighborhoods to encourage people to leave their cars at their residences.
Additionally, work with hotels and motels to encourage visitors to use these shuttle
services and better coordinate their shuttle services.
3. Consider incentives to encourage rehabilitation projects and new development to
incorporate residential uses within the projects.
4. Consider code amendments and incentives to encourage alternative land use visions
for portions of east-west commercial corridors that would reduce demand for parking
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and at the same time increase the viability of pedestrian-oriented development along
these streets. Possibilities for consideration are:
a. Mixed-use projects that include senior housing and/or affordable housing with
reduced parking requirements.
b. Conversion of existing commercial uses to mixed/residential uses by offering
incentives such as reduced parking requirements.
c. Live-work housing with reduced parking requirements.
d. Boulevard-oriented residential-only projects with active street-oriented lobbies.
The residential parking could be utilized by patrons of adjacent existing
commercial properties through use of shared parking arrangements.
e. As new ratios of residential to commercial uses are realized along east-west
corridors, consider implementation of maximum parking allowances associated
with land uses as opposed to the existing requirements that utilize minimum
parking requirements.
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