DT Parking Study - 1999 (Walker)City of Campbell Downtown Parking Study September 1999
EXECUTIVE SUMMARY
The City of Carpbell retained the consulting/design team of Gordon H. Chong &
Partners and VWalker Parking Consultants to conduct a parking study of the City's
downtown area. The purpose of this study was to determine if the supply of
parking in the downtown area is adequate to meet anticipated parking needs,
including those. associated with future development, and to develop alternatives
to address any parking shortfalls identified by the study.
Parking demand projections were prepared for various development scenarios in
the downtown area using the Urban Land Institute's shared parking methodology.
These scenarios included Existing Land Uses (Existing), Existing Land Uses +
Approved Projects (Approved), Existing Land Uses + Approved and Pending
Projects (Pending), and Existing Land Uses + Approved, Pending, and Future
Projects (Future).
The parking demand analysis showed that the current parking supply is adequate
to meet demand projections for the Existing and Approved scenarios, but parking
deficits exist for the Pending and Future scenarios. An additional parking capacity
for 250 to 300 vehicles is needed to satisfy the projected demand for the Future
scenario.
Potential sites ~~vithin the downtown area were examined for the feasibility of
accommodating a parking structure that would provide the additional parking
capacity needed. Three suitable sites were identified. Site A is located on the
west side of North Second Street between Campbell Avenue and Civic Center
Drive and on the south side of Civic Center Drive between North Second and
Third Streets. :iite B is located on the south side of Civic Center Drive between
North First Street and Central Avenue. Site C is located on the east side of South
First Street between Campbell Avenue and Orchard City Drive.
Nine concept designs including design variations were developed for potential
parking structures on the three candidate sites. The project team and City staff
evaluated the concepts and selected five concepts that were judged to have clear
advantages oveir the others. These concepts were presented to City officials and
interested members of the general public in a series of meetings for the purpose
of seeking feedk>ack and comments.
A consensus regarding the favored concept emerged as a result of comments
received during the meetings. This choice was the A4 scheme, which is a three
level, two bay si~ructure located south of Civic Center Drive between Second and
Third Streets. The significant factors influencing the selection of A4 are its
relatively low construction cost, its location which balances the supply of parking
in the downtown area, and its relatively low profile on the site.
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City of Campbell Downtown Parking Study September 1999
1.0 INTROI'JUCTION
a ~~ ~rt~'ro The City of Campbell Redevelopment Agency has
implemented measures aimed at encouraging economic revitalization
of the City's downtown core area. The downtown core area is centered
around Campbell Avenue and First Street as shown in the map
contained in Appendix A. As part of this effort, the City initiated an
assessment of parking needs in the downtown core, with the objective
of assuring that adequate parking will be available to support the
anticipated changes brought on by revitalization. The City retained the
consulting/design team of Gordon H. Chong & Partners and Walker
Parking Consultants to conduct the parking study. Gordon H. Chong &
Partners is an architectural design firm that specializes in urban parking
structures. Walker Parking Consultants is an engineering consulting
firm focused exclusively on parking consulting and parking structure
design.
--~ ~- ~~~~~ ~~~ my The parking study was conducting in two phases.
The first phase of~ the study consisted of assessing current and projected
future parking demand over the next 10 to 15 years, and comparing it
with the available parking supply. The purpose of this phase of the
study is to determine if a parking shortfall exists or is likely to exist in
the future, and to quantify the shortfall and identify the areas where it
occurs. If the first phase of the study showed that the supply of parking
is nosh be sufficient to handle the parking demand, a second study phase
was planned to develop and evaluate alternatives to address parking
needs. The purpose of the second phase of the study was to identify
suitable alternatives to address projected future parking needs, based
on criteria developed in conjunction with the City staff.
~~~~~ ~ ~ -~~:: The study process used involved close coordination
between the consultant team and the City staff. The City staff provided
background information to the consultant team on the existing parking
supply, current land uses in the downtown area, and projected future
downtown development scenarios. The consultant team used this
inforration to generate parking demand projections for the identified
development scenarios. The City staff also provided data from a
parking survey performed during the study period. This data was used
to verify the accuracy of the analytical model used in the study to
predict parking demand.
For thie second phase of the study, the City staff provided information to
the consultant team on potential sites for locating a parking structure in
the downtown area. The City staff also provided background
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City of Campbell Downtown Parking Study September 1999
information on potential sites including historical and community
information that may have an influence on site selection.
The iresults of each phase of the study were reviewed with various
members of the City staff, including the City Manager, Downtown
Committee, and the City Council. A community meeting was held on
April 7, 1999 during which comments were solicited from interested
citizeins and business owners in the downtown area.
2.0 PARKING SUPPLY/DEMAND EVALUATION
e ~' ~~~aigs" Vireo For the purpose of comparing parking demand
projections with the supply of parking spaces, the downtown area was
divided into 5 sub-areas as shown in the map in Appendix A. Demand
projections were developed for each individual sub-area, for sub-areas
2 andl 4 that make up the core of the downtown area, and for the total
of all sub-areas.
~' etl~ a~o~'ca The methodolo
gy used in developing the parking
demand projections for the downtown Campbell area is similar to that
described in the Urban Land Institute (ULI) 1983 publication Shared
Parking. Shared parking is defined as parking spaces that can serve
two or more land uses without conflict or encroachment. The
opportunity to implement shared parking results from the variations in
the peak accumulation of parked vehicles because of different activity
patterns of adjacent or nearby land uses (i.e. - by hour, by day, by
seasonn, etc.). For example, an office generates parking demand from
8:00 ,AM until 5:00 PM,.Monday through Friday, while a retail store
may generate its highest parking demand on Saturdays.
With shared parking, the actual demand of a mixed-use project can be
less thian the sum of the peak parking demands. ULI's Shared Parking
sets forth a methodology for calculating actual demand based on the
shared parking concept.
The ULI shared parking study collected parking data from 161
development projects throughout the United States. Using the data
gathered from this research, Parking demand projections for individual
land uses were developed for time of day, day of the week, and season
of the year. Data contained in Shared Parking sets forth recommended
ratios (i.e., spaces per 1,000 square feet of floor area) for peak parking
demand for different land use types. To calculate parking demand for
mixed-use developments, these parking demand figures are then
adjusted to account for:
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City of Campbell Downtown Parkins
Se
• Day of the week
• Season of the year
• Percentage of automobile usage
• Local market factors
1999
Walker Parking Consultants has performed numerous analyses of
parking demand for mixed land uses such as are present in downtown
Campbell. The downtown Campbell core contains retail stores, service
facilities, restaurants, offices, pubic agencies and residential units. The
parking analysis reflects the effect of shared parking among these uses
on tFie demand for parking in the core area. The analysis is performed
usinct the Shared Parking Model, which originated with ULI and has
since: been updated with Walker's extensive experience and database.
Table: A-1 in Appendix A defines the parking ratios that were used in
developing the demand projections. References are provided for the
sources of each of the base ratios used. The capture ratio of 1.0 used
in the analysis reflects the assumption that all of the patrons of land
uses in the downtown area use the parking facilities located in the
downtown area. The non-captive ratios used vary with land use,
illustrating the expectation that some of the patrons frequenting the
downtown area will visit more than one land use in a single trip. For
the purpose of this study, it was assumed that the number of people
using forms of transportation other than automobiles is negligible and
thus is modal split ratio of 1 was used.
The shared parking model used to predict parking demand was tested
to veirify its accuracy using data from a survey of parking space usage
performed by City staff during the study period. A comparison of the
projected parking demand vs. the survey results was prepared for the
conditions that existed at the time of the survey. This comparison,
which shows reasonable agreement between actual and projected
parking usage, is provided in Table A-2 in Appendix A.
~~~ =_- ~~ ~~~~w ~ Four land use scenarios were considered in
developing the parking demand projections. These include:
• Existing Land Uses
• Existing Land Uses + Approved Projects
• Existing Land Uses + Approved and Pending Projects
• Existing Land Uses + Approved, Pending, and Future Projects
For each scenario, the square footages of retail, service, restaurant,
general office, and public facility use in each sub-area were established
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City of Campbell Downtown Parking Study September 1999
based on input provided by City staff. The numbers of residential units
and parking spaces in each sub-area were also determined for each
scenario. Summaries of the square footages by land use type, the
number of residential units and the number of parking spaces are
presented in Tables A-3 through A-6 in Appendix A for each of the four
scenarios.
The predominant land use in the downtown area is general office
space:, which takes up approximately 50% of the total square footage
available. Retail and public facility space occupy the next largest
amounts of space, followed by restaurants and service facilities. A
minor number of residential units are located within the downtown
area. The space breakdown among land uses varies somewhat with
each scenario as is illustrated in Appendix A.
-~- = e.m.~r~r=~ ~;-_ ~- ~~t't~~w. The demand projections for each scenario are
provided in Appendix A. For each scenario, demand projections were
developed for each sub-area, for all sub-areas together, and for sub-
areas 2 and 4 together. Demand projections are generated for each
hour of a typical weekend day and a typical weekday for each month of
the year.
The projected peak parking demand for the various scenarios occurs on
weekdays around noon to early afternoon. This results from the fact
that the peak demand for most of the large parking generators,
including general office, retail, service, and public facilities, occurs
around this time. The peak months of the year for parking demand are
June, July and December. Parking demand on weekends is fairly light,
since there is little parking demand generated on weekends by general
office use, which is the largest land use in the downtown area.
2.4.1 Existing Land Uses (Existing) For the existing scenario, the
supply of parking spaces is generally sufficient to meet the projected
demand. For sub-area 2, a small parking deficit is projected for the
peak Ihour of the day during the peak months of the year. However, the
supply of parking in adjacent sub-areas is more than sufficient to cover
this srnall deficit.
2.4.2 Existing Land Uses + Approved Projects (Approved) For the
approved scenario, there are minor parking deficits projected for peak
hours in sub-area 1, sub-area 2, and sub-areas 2 and 4 combined. The
largest deficit is approximately 50 spaces. The deficits are small
enough that they can be filled by available parking in adjacent sub-
areas.
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City of Campbell) Downtown Parking Study September 1999
2.4.3 Existing Land Uses + Approved and Pending Projects
(Pending) For the pending scenario, there are parking deficits projected
for peak hours in sub-area 1, sub-area 2, and sub-areas 2 and 4
combined. The largest deficit is approximately 120 spaces. These
deficits are beginning to be large enough to consider the need for
additional parking to address them.
2.4.4' Existing Land Uses + Approved, Pending, and Future Projects
(Future) For the future scenario, there are parking deficits projected for
peak hours in sub-area 1, sub-area 2, sub-area 4, and sub-areas 2 and
4 commbined. There is also a minor parking deficit projected for the
peak hours of peak months for the total of all sub-areas. The largest
deficiit is approximately 250 spaces, which occurs in sub-areas 2 and 4
comk>ined. Additional parking capacity would be required to address
this dleficit.
.~ C~ncir~.sian ~~or~ s~ppf~~Dern~nc~ Eva.~ucr~ieses The current parking
supply is adequate to meet demand projections for the Existing and
Approved scenarios. In order to meet the projected parking demand for
the IPending and Future scenarios, additional parking capacity is
needed. The projected deficit is approximately 250 spaces for the
Future scenario. Some additional spaces above the projected deficit
should be provided. As parking demand nears capacity, patrons begin
to perceive that sufficient parking is not available, even though there
may :still be a few unused spaces. Additional parking capacity for 250
to 300 vehicles is needed to satisfy the projected demand for the Future
scenairio.
3.0 IDENTIFICATION OF ALTERNATIVE PARKING STRUCTURE SITES
®te~"ia' nor bite osc~era~tio~ Given the projected need for
additional parking capacity of 250 to 300 vehicles, an effort was
initiated to examine potential sites within the downtown area for the
feasik~ility of accommodating a parking facility. The criteria for
evaluating and selecting candidate sites is as follows:
a. Potential sites must be large enough to accommodate a parking
structure that can provide 250 to 300 net new parking spaces in a
reasonably efficient space configuration. Typical minimum
climensions for a two bay parking structure are 120 feet wide by
250 feet long.
b. Site locations must be such that traffic on adjacent streets does not
inhibit access to a parking structure, and conversely, that traffic to
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City of Campbell Downtown Parking Study September 1999
sand from a parking structure does not adversely affect traffic flow
•on surrounding streets.
c. 'The current land use(s) for potential sites must be such that there
.are no restrictions (e.g. presence of historical buildings) on use of
ithe site preventing its use for a parking structure.
d. 'they City must be able to acquire the land for potential parking
structure sites at a reasonable cost.
~.:~ Sites Stuc~iec~ Candidate sites within the downtown area were
evaluated using the criteria defined above. The following sites were
identiified that meet the criteria.
Site ,A Site A is located on the west side of North Second Street
between Campbell Avenue and Civic Center Drive and on the south
side of Civic Center Drive between North Second and Third Streets. This
entire: area is considered to be potentially available fora parking
structure, except for the lot occupied by the existing building on the
cornea of Third and Campbell.
Site B Site B is located on the south side of Civic Center Drive
between North First Street and Central Avenue. Site B is somewhat
narrow in width for the purpose of configuring a parking structure on it.
However, additional width could be obtained by encroaching on the
rear of the existing buildings along Campbell Avenue adjacent to the
site.
Site C Site C is located on the east side of South First Street between
Camp>bell Avenue and Orchard City Drive. This site currently contains a
surfa<;e parking lot, so the loss of these spaces would have to be
considered in determining the net gain in spaces that would result from
construction of a parking structure on the site.
Site locations for the three candidate sites are shown on the Site Plan in
Appendix B.
4.0 DEVELOPMENT OF CONCEPT DESIGNS FOR CANDIDATE SITES
The process followed in developing and evaluating concept designs consisted
of initially developing many concepts and then refining and narrowing the
number of concepts until a preferred concept emerged. Nine concept
designs including design variations were developed for potential parking
structures on the candidate sites. The concept designs consisted of floor
plans for each level, showing parking stall layout, ramping, vehicle
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City of Campbell) Downtown Parking Study September 1999
entry/exit, and pedestrian access provisions. Concept-level construction cost
estimates were prepared for each concept. A description of each concept
that was considered is provided below.
Al Two-~~vay drive aisles, 90° parking, three levels, two bays, east of
Second Street between Civic Center Drive and Campbell Avenue.
A2 Same; as Al with four levels.
A3 Two-way drive aisles, 90° parking, three levels, three bays, on the
corner of Campbell Avenue and Second Street.
A4 Two-way drive aisles, 90° parking, three levels, two bays, south of Civic
Center Drive between Second and Third Streets.
61 One ~~vay drive aisles, 60° parking, four levels, two bays, south of Civic
Center Drive between First and Second Streets.
B2 Two-vvay drive aisles, 90° parking, three levels, two bays, south of Civic
Center Drive between First and Second Streets.
B3 Similair to B2 except 4 levels and structure does not extend all the way
to First Street (stops short of Museum).
C1 Two-way drive aisles, 90° parking, three levels, two bays, east of South
First Street between Campbell Avenue and Orchard City Drive.
C2 Same as C1 with four levels.
Floor plan:> for the concepts considered are provided in Appendix C. Key
characteris~Fics and parameters for each concept are summarized in Table C-
1.
5.0 EVALUATIION OF CONCEPTS/SITES
The next step in the concept development and evaluation process consisted
of evaluatiing the concepts that had initially been developed, with the
objective off reducing the number of concepts to be further considered. This
evaluation was performed by the design team and by City staff. The
evaluation considered such factors as the number of net parking spaces
provided, the estimated construction cost of the concepts including both total
cost and cost per net parking space, the location of the site and its proximity
to areas of greatest parking need, the estimated cost of acquiring the
necessary Land, the relationship of the parking structure to the surrounding
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City of Campbell Downtown Parking Study September 1999
neighborhood, and the height of the parking structure. As a result of this
evaluation, five concepts were eliminated from consideration. The four
remaining concepts were judged to have clear advantages over the concepts
that were eliminated.
Input was solicited from City officials and from interested members of
general public to further evaluate the remaining concepts. The concepts
were further refined and developed and the pros and cons associated with
each concept were identified. A meeting was held with the City of Campbell
Downtown Committee on February 25, 1999 to present and discuss the
concepts. Based on comments received during this meeting, one concept
was eliminated and another was added (A4).
A community meeting open to the general public was held on April 7, 1999
to present the preliminary results of the study, including the potential
locations aind configurations for parking facilities. The meeting was well
attended aind comments received during this meeting were generally
supportive of the need for an additional parking facility in the downtown
area, although opinions differed on where this facility should be located.
On May 18,, 1999, the results of the study were present to the City Manager,
City Council members, and the Mayor in a City Council study session. There
was general agreement on the information presented.
Information presented and discussed in these meetings is provided in
Appendix C:, including concept floor plans, perspective views, and three
dimensional site plans showing massing.
6.0 RECOMMENDATIONS
A consensus. regarding the favored concept emerged as a result of comments
received during the meetings described above. This choice was the A4
scheme. 'The significant factors influencing the selection of A4 are
summarized below.
• The location of Site A is such that it balances the parking supply within
the downtown area. The existing parking garage is located on the
southeast side and Site A is located on the northwest side of downtown.
• This concept has the lowest total construction cost and the lowest net
cost peer space.
• This concept provides the required number of spaces using only two
elevated levels.
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