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Mr. Michael McCann September 16, 2019 Page 6 N:\3900\2183984 - First American Plaza, Santa Ana\Report\Revised First American Plaza Parking Study & Parking Management Plan 09-16-2019.docx 2 are based on San Diego Municipal Code Chapter 142.0525 Multiple Dwelling Unit Residential Uses – Required Parking Ratios for Transit Area or Transit Priority Area. As discussed above, the TZC area is replete with transit options (bus and train service) that reduce overall parking demand by emphasizing alternative forms of transit. Per the Southern California Association of Governments, the TZC and downtown Santa Ana area are located within a Transit Priority Area.2 Therefore, the City of San Diego’s study materials are relevant to the TZC. Along with the Codes discussed above, additional parking codes representative of transit-oriented and pedestrian friendly downtown districts are provided in Table 2. Those codes include (1) the City of Santa Monica’s Parking Zoning Ordinance Update parking ratios for transit-oriented and mixed uses, (2) the TCRP Report 128 and City of Los Angeles Code for transit-oriented developments (TODs), and (3) the City of Sacramento Zoning Code Parking Regulations for their Traditional District and Urban District. The Institute of Transportation Engineers provide parking rates for residential uses similar to the project that are significantly lower than the TZC requirements. ITE’s Parking Generation Manual, for instance, notes that multifamily mid-rise housing has a parking demand ratio that ranges between 1.1 3 spaces per unit to 1.2 spaces per unit for Center City Core and Dense Multi-Use Urban settings. As applied to the project, those rates would generate demands of approximately 242 to 264 spaces. Table 2 also presents the application of the parking ratios from each source to the project. A “blended” parking ratio (i.e., resident + guest spaces versus the 220 total units) was derived in each column. Going from the left-hand columns of Table 2 to the right-hand columns, it can be seen that the residential ratios are reduced significantly, even in comparison between the City’s TZC and Municipal Code. This trend is indicative of what more jurisdictions are now doing, which is rethinking minimum parking standards to meet sustainability goals and encourage transit use, bicycling, and walking. It embraces the notion that the common practice of requiring a large amount of off-street parking spaces (as what typically results from the direct application of city code ratios) leads to inefficient land use and underutilized spaces, while placing unnecessary design and financial burden on new development projects. Households in developments located in or near downtowns, that can easily access transit stations or public parking, typically own fewer vehicles, reducing the demand for residential parking in these areas. It is evident from Table 2 that the City’s Code 2 See http://gisdata-scag.opendata.arcgis.com/datasets/c9249b6bba0f49829b67ce104f81ef20_1?geometry=- 117.896%2C33.743%2C-117.814%2C33.756. 3 Source: ITE Parking Generation Manual, 5th Edition. 1- 115