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HomeMy WebLinkAbout31A - CUP - 1044 E FOURTH STREQUEST FOR COUNCIL ACTION CITY COUNCIL MEETING DATE: MAY 21, 2012 TITLE: VARIANCE NOS. 2012-02 AND 2012-03 TO ALLOW A REDUCTION IN PARKING AND SETBACKS FOR A NEW HD SUPPLY REPAIR AND REMODEL FACILITY AT 1044 EAST FOURTH STREET - KSP STUDIO, INC., APPLICANT (?Z CITY MANAGER RECOMMENDED ACTION CLERK OF COUNCIL USE ONLY: APPROVED ? As Recommended ? As Amended ? Ordinance on 1 s` Reading ? Ordinance on 2"d Reading ? Implementing Resolution ? Set Public Hearing For CONTINUED TO FILE NUMBER Receive and file the staff report approving Variance No. 2012-02 as conditioned and Variance No. 2012-03 as conditioned. PLANNING COMMISSION ACTION On April 24, 2012, the Planning Commission adopted a resolution approving Variance No. 2012- 02 as conditioned to allow a reduction in landscaped setbacks and Variance No. 2012-03 as conditioned to allow a reduction in parking by a vote of 4:0 (Nalle abstained; Acosta and Gartner absent) to allow a vacant industrial building to be occupied by HD Supply Repair and Remodel, a contractor's warehouse business at 1044 East Fourth Street located in the Transit Village (SD- 84) zoning district. The Planning Commission added a condition to restrict the truck delivery hours to be between 6:00 a.m. and 9:00 p.m. as outlined in the attached staff report (Exhibit A). FISCAL IMPACT There is no fiscal impact associated with this action. ?1? Jay M. Trevino Executive Director Planning & Building Agency VF:rb vf\reports\Vas\VA12-02812-03 HD Supply 1044 E Fourth.cc Exhibit: A. Planning Commission Staff Report 31A-1 31A-2 REQUEST FOR Planning Commission Action PLANNING COMMISSION MEETING DATE: APRIL 23, 2012 TITLE: PUBLIC HEARING - VARIANCE NOS. 2012-02 AND 2012-03 TO ALLOW A REDUCTION IN PARKING AND SETBACKS FOR A NEW HD SUPPLY REPAIR AND REMODEL FACILITY AT 1044 EAST FOURTH STREET Prepared by Vince Fregoso ct/N 4 xecutive Director PLANNING COMMISSION SECRETARY APPROVED ? As Recommended ? As Amended ? Set Public Hearing For DENIED ? Applicant's Request ? Staff Recommendation CONTINUED TO Planning Ma ger RECOMMENDED ACTION Recommend that the Planning Commission adopt a resolution: 1. Approving Variance No. 2012-02 as conditioned to allow a reduction in landscaped setbacks. 2. Approving Variance No. 2012-03 as conditioned to allow a reduction in parking. DISCUSSION Request of the Applicant KSP Studio, Inc., representing HD Supply Repair and Remodel, is requesting approval of two variances in order to allow a vacant industrial building to be occupied by HD Supply Repair and Remodel, a contractor's warehouse business. Specifically, the applicant is requesting approval of a variance from Sections 41-475(a) and 41-1390 of the Santa Ana Municipal Code (SAMC) to allow an industrial building to encroach into the required 20-foot front yard landscaped setback and to allow a reduction in required parking. Protect Location and Site Description The subject property is a 4.3 acre, irregularly shaped parcel of land located at the southwest corner of Fourth and Santa Fe Streets and is immediately east of the Atchison, Topeka and Santa Fe (AT&SF) railroad line. Two vacant industrial buildings, consisting of approximately 91,581 square feet, are located on the site. The front building (Building A) is approximately 56,538 square feet in size, while the rear building (Building B) Is approximately 35,043 square feet in size. The setback along Fourth Street ranges from zero feet for the building to 10 feet adjacent to the parking area to the east. Along Santa Fe Street, a 10-foot wide landscaped setback is provided. A total of 100 parking spaces are currently located on the site. The site is surrounded by industrial uses to the north and east, the First Street underpass to the south and the Santa Ana Regional Transportation Center and industrial uses to the west (Exhibits 1 and 2). EXHIBIT A 31A-3 Variance Nos. 2012-02 and 2012-03 April 23, 2012 Page 2 Proiect Description The applicant is proposing to occupy the two vacant industrial buildings on the site with HD Supply Repair and Remodel, a wholesale contractors home improvement operation. The building closest to Fourth Street (Building A) will contain items such as stone and glass tiles, entry doors, hardware and electrical components. The rear building (Building B) will primarily contain kitchen and bath fixtures such as vanities and cabinets. At the west side of Building A, a new material storage yard will be created. Within this yard, products such as lumber, masonry and stone will be stored either under a new canopy or within the secured, open yard area. Numerous improvements are proposed for the site and buildings. Site improvements include a new 10-foot landscaped setback along Fourth Street at the west side of the building. An existing 10-foot wide landscaped planter area along Santa Fe Street will be replanted with shrubs and ground cover, with the existing Podocarpus and Melaleucas trees trimmed. A new wrought iron fence will be installed along the west property line, with Bougainvillea vines planted in bare spots along the railroad line to continue the existing screening of the site from the railroad corridor. Also, a new trash enclosure will be constructed for the site. Finally, the parking area will be repaired, repaved and restriped to code and new site lighting will be included. Building improvements include a new fagade for the north elevation of Building A that faces Fourth Street, the repainting of both buildings and the screening of existing and new mechanical equipment. Additionally, new signs will be installed that are in compliance with the City's Sign Code (Exhibits 3, 4, 5 and 6). Access to the project site will only be provided from Fourth Street. Although a driveway exists along Santa Fe Street, this driveway will be closed at all times and secured with a gate that will only allow Fire and/or Police Department access. This was done in order to address the concerns of adjacent business owners and residents regarding the potential for increased truck traffic in the neighborhood. Project Background HD Supply Repair & Remodel is a leading home improvement and building materials supplier that sells wholesale to the public. The product offering and warehouse format of HD Supply Repair and Remodel have been structured to serve the unique needs of small remodeling contractors, tradesman and the "do-it yourself' individuals. HD Supply Repair & Remodel operates 10 locations throughout California, including seven in Southern California and three in Northern California. The buildings were constructed in 1964 and have historically been used by distribution and warehouse related uses. At the time of its construction, the building was in compliance with all development standards in place for an industrial use. In the mid 1980's, the City revised its development standards to require a minimum landscaped setback standard of 20 feet, thereby making the building and site non-compliant with today's development standards. 31A-4 Variance Nos. 2012-02 and 2012-03 April 23, 2012 Page 3 The building was occupied by various uses until 2006, when the last tenant, Homestead House f=urniture, vacated the site. The building has remained vacant ever since. In 2007 HD Supply first applied to occupy the building. They submitted an application and plans for site plan review and requested a parking variance. On March 26, 2007 the Planning Commission approved the parking variance (Variance No. 2007-01) and the action was confirmed by the City Council on April 26, 2007. However, due to a shifting economy, HD Supply elected to not move forward at that time. The Santa Ana Municipal Code states that a "variance shall automatically become void after two years from the effective date of such approval when the owner fails to institute an action to erect, build, alter, move or maintain the use of the property as specified in the terms and conditions of the variance" (SAMC Sec. 41-647). The applicant did not move forward with the project during the specified two-year period, nor did they request an extension. As such, HD Supply has decided to move forward with the use and has reapplied for the project. General Plan and Zoning Analysis The General Plan land use designation for the site is Urban Neighborhood (UN), which allows for a variety of uses - including those found in Overlay Zones. The proposed project is consistent with the General Plan. The subject site is located in the Transit Zoning Code (SD-84) zoning district. SD-84 is a zoning designation that has several objectives, including providing for the integration of new development with the rehabilitation of existing structures and providing for the mixture of development and open spaces that situates commerce, work places, residences and civic buildings within walking distance of transit. In addition, it allows for the reuse of existing industrial sites that are within an Industrial Overlay Zone (I-OZ). The project site is located within I-OZ-M2 - Industrial Overlay Zone-Heavy Industrial. This overlay zone refers back to the Santa Ana Municipal Code for permitted uses and development standards within the M2 zone. The M2 zone allows for all uses permitted within the M1 zone, which includes home improvement warehouse stores, such as HD Supply [SAMC Section 41-472(v)]. The project site is within this overlay zone and is therefore consistent with the zoning designation, but considered to be a legal nonconforming site due to its lack of compliance with the Industrial development standards. Proiect Analysis Variance requests are governed by Section 41-638 of the SAMC. Variance requests may be granted when it can be shown that the following can be established: • That there exists a special circumstance related to the property, such as size, shape, topography, location or surroundings. • That the granting of the variance is necessary for the preservation and enjoyment of substantial property rights. 31A-5 Variance Nos. 2012-02 and 2012-03 April 23, 2012 Page 4 0 That the granting of the variance will not be detrimental to the public or surrounding property. • That the granting of the variance will not adversely affect the General Plan. If these findings can be made, then it is appropriate to grant the variance. Conversely, the inability to make these findings would result in a denial. Using this information, staff has prepared the following analysis, which forms the basis for the recommendation contained in this report. In the case of proposed projects that are located on sites or in buildings considered to be legally non- conforming according to Article VI of the Zoning Ordinance, the project analysis begins with an assessment of the degree to which the proposed project triggers the need to bring such non- conforming aspects of the site into conformance with current standards. Regarding this project, Section 41-683 of the Santa Ana Municipal Code (SAMC) states that if a nonconforming building is vacant, unused or unoccupied for 12 consecutive months, any subsequent use must conform to current development standards, including parking and setbacks. As this particular building has been vacant for over five years, an industrial use would not be able to occupy the building until the entire site complies with current code requirements, or a variance is approved for those items that do not meet the current standards. In this case, the site is non- compliant as to parking and landscape setbacks. Parkinq Variance The SAMC does not specifically address parking ratios for home improvement warehouse stores. The standard Industrial parking rate is two parking spaces per 1,000 square feet of gross floor area [SAMC Sec. 41-1390] and the same rate is required for furniture and appliance stores [SAMC Sec. 41-1349]. As the property is located within an Industrial zone and the use is most like a furniture and appliance store in terms of its use of gross floor area, the rate of two spaces per 1,000 square feet of gross floor area was used to determine the required number of parking spaces. The total gross floor area for the two buildings is 91,581 square feet. This equates to a parking requirement of 183 spaces. The applicant proposes to use the existing parking spaces on the site, which when configured to meet current design standards, will provide 100 parking spaces - a reduction of 83 spaces. This is similar to the proposal approved in 2007, which permitted a reduction of 72 spaces. The previous proposal included the demolition of 3,561 square feet of one of the existing buildings, which lowered the overall parking requirement and, therefore, a lesser reduction. A parking study was prepared by Parsons Transportation Group to substantiate the parking reduction. In order to determine whether the existing number of parking spaces would be adequate to support the proposed HD Supply store, a new parking analysis was prepared by Austin-Foust Associates, Inc., a traffic engineering firm. The February 2012 Austin-Foust study analyzed an existing HD Supply facility in the City of Carson as well as reviewed the Parsons Transportation Group parking study that was the basis for the approval of Variance No. 2007-01. 31A-6 Variance Nos. 2012-02 and 2012-03 April 23, 2012 Page 5 The Parsons Study analyzed the parking demand of two HD Supply locations in the cities of Pomona and Montebello. The Parsons Study identified that the maximum parking demand at any time was 88 spaces for the Montebello store and 99 spaces for the location in Pomona. These stores are 76,000 and 65,000 square feet respectively. The Montebello store more closely approximates that which is proposed in Santa Ana because of its size (76,000 square feet) and its location in an industrial area. The Pomona store, with its somewhat higher parking demand, is situated in a large retail center and therefore had a slightly higher parking demand. Based upon the findings of the studies and actual parking demand case studies at the existing HD Supply locations, the Austin-Foust study concluded that the project provide one parking space per 950 square feet of building area for this type of use located in industrial areas. The study concludes that the peak parking demand on the single highest day of the year at the proposed Santa Ana HD Supply location will not exceed 96 parking spaces (including all contractor vehicles). Since 100 parking spaces are proposed to be provided on the site, the study concluded that there is adequate parking provided for HD Supply to occupy the proposed site (Exhibit 7). Landscape Setback Variance In this case the zoning requires a landscaped setback of not less than 20 feet [Section 41-475(a)) along Fourth Street since the front yard abuts a public street. The building has an existing front yard setback of zero feet immediately adjacent to the building. The applicant is requesting to allow the building to remain as is and the existing setback to remain at its current dimension. Compliance with the setback standard would require the removal of the front 20 feet of the building fronting Fourth Street, which is about 3,000 square feet. Although not a significant amount of square footage, it would result in a major hardship as the structural integrity of the building would be compromised by the removal of a structural bearing wall. In analyzing the variance requests, staff must be able to show that findings can be made that support the criteria listed above. The project site has a special circumstance related to its size, shape and location. The property was developed approximately 48 years ago on a parcel that was compliant with code in regards to setbacks and parking. The subject industrial site is a 4.3-acre irregularly shaped parcel constrained by the location and size of two existing industrial buildings on the property. Due to the size of the property and location of existing buildings, the number of parking spaces required by the parking code cannot physically be achieved on the property without reducing building square footage, which would make the project unviable and create a hardship for the applicant and owner of the property. A parking analysis prepared Austin-Foust Associates, Inc. concluded that the peak parking demand on the single highest day of the year would not exceed 96 parking spaces, including all contractor vehicles. The project provides 100 on-site parking spaces for customer use. Therefore, applying the strict letter of the City parking code would, in this particular case, deprive the subject property of attracting a use to the property 31A-7 Variance Nos. 2012-02 and 2012-03 April 23, 2012 Page 6 that is otherwise allowed by right in the I-OZ-M2 zone and would deprive the subject property of privileges not otherwise at variance with the intent and purpose of the provisions of this chapter. Further, the building was constructed in compliance with development standards at that time, which allowed a reduced setback on Fourth Street. The demolition of a portion of the building to comply with the setback standard would affect the viability of the use at this location and would provide an undue hardship to the property owner. The granting of the variances is necessary for the preservation and enjoyment of substantial property rights. Compliance with the setback standard would require the demolition of approximately 3,000 square feet of building area, which would affect the structural integrity of the building and reduce the feasibility of the proposed use of the building, which impacts the property rights of the owners. Further, the granting of the parking variance will preserve the property owners right to develop and lease a vacant industrial property with a use that is allowed by right in the zoning district. The new use will help to revitalize a vacant industrial property which will preserve the property owners right to upgrade, develop and lease their property. The granting of the variance will not be detrimental to the public or surrounding properties as the building and site is proposed to be rehabilitated to comply with all applicable development standards except for the setback and parking requirements. Further, the project will be consistent with the objectives of the Transit Zoning Code, which include allowing the reuse of industrial properties in the Industrial Overlay Zone and the rehabilitation of existing buildings in the area. • Finally, the project will not adversely affect the General Plan. The proposed use will result in the improvement of two vacant buildings that will remove several undesirable elements from the property, including the rehabilitation of worn down structures, new site landscaping and the installation of lighting that does not impact the adjacent neighborhood. To minimize the effects of the reduced setback and parking, an extensive list of conditions are proposed. In particular, a condition has been added to prohibit the use of the driveway on Santa Fe Street, which will reduce the potential for traffic intrusion into the adjacent neighborhood. Also, a condition requiring employees to park their vehicles on-site, which will also reduce the potential for traffic impacts on the adjacent neighborhood, has been incorporated into the variances. Public Notification The project site is located within the Saddleback View Neighborhood Association. Staff attended a meeting with the Saddleback View Association in February 2012 to review the project and obtain neighborhood input. No significant issues were raised by the neighborhood at this meeting. In addition, the contacts of this Neighborhood Association were notified by mail 10 days prior to this public hearing. 31A-8 Variance Nos. 2012-02 and 2012-03 April 23, 2012 Page 7 The project site itself was posted with a notice advertising this public hearing, a notice was published in the Orange County Reporter and mailed notices were sent to property owners within 500 feet of the project site, as well as concerned citizens listed on the Permanent Notification List. At the time of this printing, one e-mail message of support for the project had been received (Exhibit 8). CEQA Analysis In accordance with the California Environmental Quality Act, the proposed project is exempt from further review pursuant to Section 15301. This Class 1 exemption allows the repair, maintenance and permitting of existing structures that are consistent with the zoning and general plan designations. Categorical Exemption Environmental Review No. 2011-64 will be filed for this project. Conclusion Based on the analysis provided within this report, staff recommends that the Planning Commission approve Variance Nos. 2012-02 and 2012-03 as conditioned. /L---:; Vince Fregoso AICP Principal Plann r VF:jm vAreports\Vas1VA12-02&12-03 HD Supply 1044 E Fourth.042312.po Attachments: Exhibit 1 - General Vicinity Map Exhibit 2 - Land Use Map Exhibit 3 -- Site Plan Exhibit 4 - Floor Plan Exhibit 5 - Building Elevations Exhibit 6 - Landscape Plan Exhibit 7 - Parking Study Exhibit 8 - Letter of Support 31A-9 0 0 D i1a ?? v R3,? ClY' 115619C?, -JS }on A CZ CI d C2+:a Cl+ta C27_? C2+u RI P7 R2 , '„ Ft g C2 C7 i P3 OI R3 O R3 _R,._ - Mi O Rl R3 R3 R3 R3 1.51 ???]a R3 R3 R3 R3 r R3 R3 R3 pl R3 o R3 AT R1 R1 R2 RI! AI R1 RI RI -•.•- R2 PI RI R1 O ]? Rl RI `. 1 RI RI RI R1 RI J F..,V,. f AI 1R1 NR, RI R1 Rl Rl Rt Rl RI Al GENERAL AGRICULTURALt CR COMMERCIAL RESIDENTIAL Al S1NGL&FA-MILY RESIDENCE -B PARHiNG MODIFICATION GC GOVERNMENTCEYTER A2 11V04AMILYRESIDENCE C-SAS COMMERCIAL SOUTH MAIN MI LIGHT INDUSTRIAL R3 MULTIPLE-FAMILY RE5IDENCE CI COMMUNIYCOMMERCIAL M2 HEAWINDUSTRIAL R4 SUBURBAN APARTMENTS CI-MD COMM. COMMERCIAL-MUSEUMOISTRICT ;d0 MiLfTARY OPERATIONS RE RESIDENTIALESTATE C2 GENERALCO.MMERCIAL O OPEN SPACE SD SPECIFIC DEVEEOPMENT C3 CENTRAL BUSINESS P PROFES510NAL SP SPECIFIC PLAN C3-A CENTRAL BUSINESS-ARTISr%AtLAGE PCD PLANNEOCOhV:UNETYDEVFLOPMENT C4 PLANNEDSNOPPING CENTER PRE) PLANNED RESIDENTIAL DEVELOPMENT CS ARTERIALCOMMERCIAL VA 2012-02 & 2012-03 A HD SUPPLY REPAIR AND REMODEL SYA 1044 EAST FOURTH STREET -500FEET I" = 1000FFET P L A N N I N G A N D B U I L D I N G A G E N C Y VICINITY MAP EXHIBIT 1 31 A-10 TER CON. IND. IND. COAL INDUSTRIAL a a a ? 8 a Q INDUSTRIAL G w G ? o 0 z z IND. - o z v FOURTH STREET C 11 E R C I L SFR ¢ - w c F BUILDING 'n v SINGLE F UL -A RE IDEN IAL O cl THIRD STREET z PROJECT 11 ¢ - SITE E J C M . SfR o F Z ¢ 2 7 5 Q v v o RES. z o v w W¢ SECOND STREET z a BULDING < SIN L£ R RES. FA! ILV COM. o R S. v C O M M E R C I A L IND. FIRST STREET INDUSTRIAL IND. C O M M R C 1 A L VA 2012-02 & 2012-03 r HD SUPPLY REPAIR AND REMODEL ??! 1044 EAST FOURTH STREET P L A N N I N G A N D B U I L D I N G A G E N C Y LAND USE MAP EXHIBIT 2 31 A-11 siivna aw NKId 911S LOLL6 v3vN vIwS 133USS Vl?'3 "01 730on3lu 8 ?IIHdMtJ Jl-Iddns dH F? o f?y? 1 N 'dn =$F 4 7 a 14 ig°aY gag ?y f e3i:`°y?a +1w5 y ..1r@csis ? a N so ? iI s ?o Ef a8 o e r f T Iy 3 u a IL e = M, - , HI jtf @ 9 e jqIII I :grills 1g=11 , a A+ I 31 A-TY V JN101ins - NV-1d'dOOIJ 4 I OLZB VO VW VINYs .M3 US Wt'3 fwt 13GOW3WR blbdM I.1ddns dH f F Fs O 0 i? T 5 -? 3 ?I (I I 5 is as°$ T C7 O r a EXHIBIT 4 31 AAT &a???¢ ? a4?•?? Iii ?? 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P;31 A-19 City of Santa Ana SANTA ANA HD SUPPLY REPAIR AND REMODEL SITE TRAFFIC AND PARKING ANALYSIS UPDATE Prepared by: Austin-Foust Associates, Inc. 2223 Wellington Avenue, Suite 300 Santa Ana, California 92701-3161 (714) 667-0496 February 14, 2012 EXHIBIT 7 31A-20 SANTA ANA HD SUPPLY REPAIR AND REMODEL SITE TRAFFIC AND PARKING ANALYSIS UPDATE In 2007, Austin-Foust Associates (AFA) conducted a parking and traffic study for HD Supply Repair and Remodel (HD Supply) for a proposed reuse of two existing buildings at 1044 E. Fourth Street in Santa Ana as a new supply repair and remodel facility. The project was approved by the City of Santa Ana for development, but was never completed and now there are some revisions proposed to the site plan. With this, along with the four years that have elapsed, the City requires the traffic and parking study must be updated to reflect current conditions, which AFA has completed in this revised and updated traffic and parking study. The project will provide 100 parking spaces compared to a City Code requirement of 183 (i.e., two spaces per thousand square feet). This study investigates the actual demand for parking as well as the trip generation and left turn access to/from the site in support of a request by the project for a possible variance. PARKING ANALYSIS The site, as illustrated in Figure 1, encompasses two existing buildings totaling 91,581 sf situated on E. Fourth Street in the midst of an industrial zone. Figure 2 provides a detailed plan of the proposed revisions to the existing facility. The site would be divided into two sections known as Box "A" and Box "B". Box "A" will be comprised of 56,538 sf, while Box "B" will be 35,043 sf. AFA conducted a literature search as well as actual case studies of the parking demand of former Contractor's Warehouse (now HD Supply), and the Carson, California HD Supply store. Literature Search Results The Institute of Transportation Engineers (ITE) produced a publication Parking Generation, 3rd Edition dated 2004 which is regarded as the best source in the industry on parking demand. This publication provides the following information with respect to parking demand for industrial and building supply users. Santa Ana I ID Supply Repair and Remodel Site Traffic and Parking Analysis Update Austin-Foust Associates, Inc. 1217001 rpt.doc 31A-21 W w~ a N U 2n x? a? s? ?a y !-? 31A-22 0 N _ 34 I 6 UH 1y 11? 1 yy , ' I ? 5g 66 I 1 m> ? y?> j tl tl .? 1 y 1 1.3 M 4[ 3 ? r P y a r ? ? . fit . • F a 4 y e r y [ `Z «ti ? I 1 iQ? ? 33 s ? r F; CCAe??aa 0?lb $ ? 1 ?mw r. I 1 11 ' 1.1€F ??NS J6 ? 1 , ? N lli, tj x N 4 fC E? a a { 1 1 ?JI ? a a { J Y ffau??je 6 iE c?a 888 E Q? abfidP a ? F€F E? nk. gg e ?b a b S{: + !aa MIN 0 & 000 ; ¢? N s M EY?? .n a fV 00 ? w ? H u7 1..1 0 y O ~ w c Q M N 0.1 0 E b ? C F. IA y T Q: T ,C A ? fL' 31A-23 Table I PARKING DEMAND FOR INDUSTRIAL TYPE USERS User Average Peak Parkin Demand s aces/TSF Range 1. Industrial 0.75 .36-1.19 2. Industrial Park 1.27 .55-2.44 3. Manufacturing 1.02 .82-1.27 4. Building Materials` 1.40 1.1-1.7 Average 1.11 A max size of 30,000 sf (excludes storage area for supplies/lumber) Although these land use categories do not precisely reflect the proposed use, they nevertheless provide an indication of the parking associated with typical industrial users, particularly for the industrial park classification. Examination of Table 1 reveals the average peak parking demand for industrial uses is 1.11 spaces per TSF. The proposed project will provide parking at the rate of 1.09 spaces (100 spaces for 91,581 sf). It should be noted these figures represent the maximum parking demand that occurs at any one time and not the "average" throughout the day. Case Study Results Included in the updated version of the traffic and parking study is parking count information for the Carson, California HD Supply store. The Carson store is 55 TSF, which is similar in size to the proposed Box "A" at the Santa Ana Store. The store was observed during one weekday in August, 2011 to analyze the parking conditions. The result of the parking observation revealed an absolute maximum parking demand of 61 spaces. That peak parking total consisted of 54 vehicles in the general customer parking lot and another seven contractor vehicles parked in the building supply area loading lumber and other materials. The original study conducted a case study of an existing HD Supply store, which is the now closed store in La Habra Contractor's Warehouse at 601 E. Imperial Highway which consisted of two buildings totaling 108,400 sf located in an industrial area in the City of La Habra. This location was the closest similar facility to the planned store in Santa Ana, and its peak parking was observed for six days (two Fridays, two Saturdays and two Sundays) in November and December 2006, and for one Monday in January 2007. The results of those parking observations revealed an absolute maximum parking demand of 42 spaces. That peak parking total consisted of 35 vehicles in the general customer parking lot and another seven contractor vehicles parked in the building supply area loading lumber and other materials. Santa Ana HD Supply Repair and Remodel Site 4 Austin-Foust Associates, Inc. Tragic and Parking Analysis Update 1217001 rpt.doc 31A-24 Another source of parking demand information is available from Parsons Transportation Group, Inc. who conducted case studies in 2005 of two Contractor's Warehouse Stores located in Pomona and Montebello. This study (copy attached) is quite comprehensive with regard to parking demand for this specific use and delves deeply into numbers of sales transactions and surrounding location (industrial versus retail) as well as actual parking counts to produce recommended parking guidelines. Summarizing briefly what this exhaustive study found was that the maximum parking demand at anytime was 88 spaces at Montebello and 99 spaces at Pomona. These stores are 76,000 sf and 65,000 sf, respectively. The report concludes that the absolute maximum peak parking demand on any day of the year is 88 spaces for Montebello and 116 spaces in Pomona. The Montebello store more closely approximates that which is proposed in Santa Ana because both of its size (76,000 sf) and its location in an industrial area. The Pomona store with its somewhat higher parking demand is situated in a conventional large retail center. The Parson's report provides an overall recommendation of one parking space per 950 sf (1.05 spaces per TSF) for this type of use located in an industrial area. TRAFFIC ANALYSIS Access to the site is provided by two driveways, one on East Fourth Street, and a second provided on Santa Fe Street which is for a truck dock. The main entrance will be Fourth Street between Terminal Street and Santa Fe Street. The second driveway on Santa Fe Street is restricted to a truck dock for delivery of supplies to the site by large tracker-trailer vehicles. This driveway is not used by the general public. Fourth Street is striped with four travel lanes and a two-way left turn median. No parking is permitted on Fourth Street which means visibility entering and exiting these access points is good. Access to the main parking lot is also provided by a driveway near the cul-de-sac end. The two-way left turn lane on Fourth Street serves both of the site entrance as well as Santa Fe Street. With the locations to enter the site from a left turn on Fourth Street (all of which include a left turn lane for stopping and waiting for a gap) no significant traffic queues are expected for the site. The prior study looked at the La Habra Contractor's Warehouse for a case study that included driveway counts of vehicles entering and exiting the property during the AM and PM peak periods on a Monday in January 2007 (actual data is included in the appendix). These counts show that the existing Contractor's Warehouse generates a modest 48 trips during the AM peak hour (26 trips inbound and 22 trips outbound) and 46 trips during the PM peak hour (21 trips inbound and 25 trips outbound). The Santa Ana HD Supply Repair and Remodel Site 5 Austin-Foust Associates, Inc. Traffic and Parking Analysis Update 1217001 rpt.doc 31A-25 proposed project is comparable in size and surroundings to the existing La Habra Contractor's Warehouse, and is expected to generate approximately the same number of peak hour trips. FOURTH STREET GAP ANALYSIS Measurements of the gaps in through traffic along Fourth Street at Santa Fe Street in Santa Ana were conducted during the AM and PM peak periods on a Monday in January 2007 (included in the appendix), and have been updated with traffic information conducted on August 11, 2011. Gaps of five seconds or more in both directions of traffic were recorded. Left buns into the site from westbound Fourth Street will require a gap of at least fora- seconds in the eastbound traffic to safely cross traffic and enter the site. Left turns out of the site will require approximately seven and one-half seconds to cross both directions of traffic; however, the existence of a two-way left-turn. lane on Fourth Street enables outbound left-turn traffic to complete the turn in two steps (i.e., the vehicle can cross eastbound traffic and wait in the median until an adequate gap in westbound traffic develops). Table 2 summarizes the number of gaps in both directions that are available on Fourth Street at the project site. As this table shows, there were 90 gaps of ten seconds or more in both directions of traffic during the AM peak hour. Assuming that 50 percent of project traffic is distributed to the east and 50 percent to the west, there were at least 90 gaps of sufficient duration to accommodate 24 left-turn vehicles (13 trips inbound from east of the site and 11 trips outbound to west of the site) during the AM peak hour. Similarly, there were at least 54 gaps to accommodate 23 left turn vehicles (11 inbound from the east and 13 outbound to the west) during the PM peak hour. Sufficient gaps of adequate length are available on Fourth Street to allow the project traffic to enter and exit the site via a left turn. Santa Ana HD Supply Repair and Remodel Site 6 Austin-Foust Associates, Inc. Traffic and Parking Analysis Update 1217001rpt.doc 31A-26 hne Period Table 2 GAP SURVEY RESULTS SUMMARY Gaps Between 5 -10 see Gaps Over 10 see AM Peak Hour 7:00 -- 7:15 37(23) 27(31) 7:15 - 7:30 42(19) 23(37) 7:30 - 7:45 36(10) 23(25) 7:45 - 8:00 26(12) 24(25) 8:00 - 8:15 39(11) 19(22) 8:15 - 8:30 32(9) 24(28) 8:30 - 8:45 30(2) 24(26) 8:45 - 9:00 (14) (33) TOTAL 7:30 - 8:30 90(100) PM Peak Hour 4:00 - 4:15 47(39) 14(27) 4:15 - 4:30 33(35) 17(26) 4:30 -4:45 38(32) 14(17) 4:45 - 5:00 41(26) 16(17) 5:00 - 5:15 38(32) 11(17) 5:15 - 5:30 29(36) 15(22) 5:30 - 5:45 53(37) 15(22) 5:45 - 6:00 27(40) 13(20) TOTAL 5:00 - 6:00 54(81) ' (XX) = Year 2007 data IMPACT OF TRAIN CROSSINGS The site is situated on Fourth Street immediately adjacent to the railroad crossing of the OCTA Metrolink mainline. The Santa Ana Regional Transportation Center (RTC) is situated just north of Fourth Street (at Santa Ana Boulevard). There are frequent train crossings at Fourth Street, which interrupts the traffic flow there. The passenger trains actually stop at the Santa Ana RTC but those stops do not block Fourth Street. Observations of the gaps in traffic on Fourth Street indicate that, while frequent train crossings do occur, they do not create a long-term blockage of the east-west flow. For example, examination of the gap data (see appendix) in the two peak periods (7-9 AM and 4-6 PM) reveals at no time was traffic flow on Fourth Street interrupted for more than one and a half minutes. Consequently, it is concluded that the existing train crossings albeit frequently, does not constitute a significant factor with respect to access to/from the site. In fact in one respect, access to and from the east is actually facilitated by the train crossings. Santa Ana 111) Supply Repair and Remodel Site 7 Austin-Foust Associates, inc. Traffic and Parking Analysis Update 1217001rpt.doc 31A-27 CONCLUSION In summary, based upon the finding of a literature search and actual parking demand case studies, it is concluded that an absolute peak parking demand on the single highest day of the year will not exceed 96 parking spaces and that includes all contractor vehicles. A total of 100 spaces (including four handicapped spaces) are being provided which results in a maximum 96 percent utilization even for the highest day of the year. During most of the time, the parking is expected to be at most about half fill] since the current parking at the La Habra site (maximum 42 spaces occupied) appears most representative of the planned Santa Ana site. In addition, the proposed project is estimated to generate approximately 50 AM peak hour and 50 PM peak hour trips. With two public driveway locations serving the site and the existence of a two-way left turn lane already in place on Fourth Street, no significant back-up of left hlrning traffic is anticipated at the project entrances. Sufficient gaps of adequate duration are available on Fourth Street during the peak hours to allow project traffic to enter and exit the site via a left turn. Observation of the effect of frequent train crossings of Fourth Street indicates these temporary blockages of through traffic albeit frequent are of short duration (less than one and a half minutes) and do not negatively impact access to the site. In fact in one respect, access to and from the east these train blockages actually improve accessibility of the site. Santa Ana HD Supply Repairand Remodel Site 8 Auslin-Foust Associates, lac. Traffic and Parking Analysis Update 1217001rpt_doc 31A-28 APPENDIX 1. "Parking Study of Two Contractor's Warehouse Final Report", Parsons Transportation Group, Inc., February 2006. 2. La Habra Contractor's Warehouse Trip Generation Data (2007) 3. Fourth Street Gap Survey Data (2007) 4. Carson HD Supply Parking Survey (2011) 5. Fourth Street Gap Survey Data (2011) Santa Ana HD Supply Repair and Remodel Site A-1 Austin-Foust Associates, hic. Traffic and Parking Analysis 1217001rpt.doc 31A-29 Parking Study of Two Contractors' Warehouse Stores FINAL REPORT Prepared For: Home Depot USA, Inc. Prepared by: M PARSONS TRANSPORTATION GROUP, INC. February 27, 2006 Parking Study of Two Contractors' Warehouse Stores FINAL REPORT Prepared For: Home Depot USA, Inc. Prepared by: t=M PARSONS TRANSPORTATION GROUPM INC. February 27, 2006 31A-;31 TABLE OF CONTENTS 1 List of Tables ....................................................................................................... ii ........................... Executive Summary ....................................................................................................................... iii 1. Introduction .................................................................................................................................1 Purpose of the Study ............................................................................................................1 Study Procedure ...................................................................................................................1 2. Store Characteristics ...................................................................................................................3 Study Stores .........................................................................................................................3 Design Day ...........................................................................................................................3 3. Parking Studies ...........................................................................................................................5 Parking Lot Use ...................................................................................................................5 Customer Activity ................................................................................................................7 4. Analysis Results ..................................................................... Data Comparison ........................................................ Design Day Adjustment ........................................... Analyzing Parking Demand ............................................ 5. Conclusions & Recommendations ......................................... Appendices A - Parking Lot Surveys B - Hourly Parking Lot Occupancy and Customer Counts i ....................................................9 ....................................................9 ................................................10 ..................................................11 ..................................................14 31 A.M LIST OF TABLES 1. Summary of Study Store Characteristics .............................................................................3 2. Peak Hours of Customer Activity and Parking Demand .....................................................7 3. Visiting Customers versus Transactions ..............................................................................8 4. Employees, Customers, and Transactions on the Study Day ..............................................9 5. Peak Parking Demand on Study Day, Design Day, and Busiest Day ................................10 11 31 AL33 EXECUTIVE SUMMARY Parsons Transportation Group Inc. (Parsons) was retained by The Home Depot to perform a parking study for two of its Contractors' Warehouse stores in the Los Angeles area. Specifically, this study provides a detailed analysis of daily parking activity at two Contractors' Warehouse stores in the Los Angeles area during the fall of 2005. These analyses result in parking demand relationships that can be used by Home Depot to estimate the parking requirements of future Contractors' Warehouse stores, both inside and outside of Southern California. Conclusions & Recommendations • None of the Contractors' Warehouse store parking lots filled to capacity on any of the study days. • The average peak occupancy among the study stores was 69% of the parking spaces available for use. The lowest peak occupancy was 61 % and the highest was 78%. • At the Pomona store, a certain number of parking spaces were taken out of service by the placement of stacks of building materials and the storage of rental equipment and forklifts. • The 5°i busiest day was chosen for the design day in this analysis. This means that each store would have adequate parking spaces for the parking demand experienced every hour of every day of the year except for during the peak hours of demand on the 4 busiest days of the year. • The two study stores exhibited similar patterns of parking lot use, and experienced similar peak hours of customer and parking activity. However, each store experienced different transaction-based characteristics. This is likely due to the fact that the Montebello store is located in an industrial area and the Pomona store is located in a retail shopping center. (The Pomona store had a higher relative parking demand because it had more visiting customers who did not make a purchase.) • Based on this study, it appears that Contractors' Warehouse stores located in retail shopping centers attract more browsing customers and therefore need more parking than stores located in industrial areas. • The resultant design-day square footage rates varied between the study stores, ranging from 598 square feet per required parking space at the Pomona store to 957 square feet per required parking space at the Montebello store. • In terms of building space, the average square footage rate between the study stores was 777 square feet per required parking space. The use of this average to calculate future parking demand is not recommended. iii 31 A-z-34 • Previous parking studies have shown that there is virtually no correlation between the square footage of a store and its resultant peak parking demand. If using square footage to predict parking needs, a rate of one parking space per 600 square feet could be applied to new Contractors' Warehouse stores that will be located in shopping centers, and a rate of one parking space per 960 square feet could be applied to new stores that will be located in industrial areas. If only one rate is to be used, it should be the maximum rate observed: one parking space would be required for every 600 square feet of the building in order to provide enough parking for the peak parking demand at all types of stores on the 5"' busiest day of the year. • Previous parking studies have shown that the number of transactions and/or the amount of annual sales are better predictors of parking demand than square footage. For example, if there are two stores of identical size, the store with more customer traffic (and therefore sales) will have a higher parking demand than the store with fewer customers. • The resultant parking ratios ranged from 2,738 annual transactions per required parking space at the Montebello store to 1,915 annual transactions per required parking space at the Pomona store. • The average transaction rate is 2,327 annual transactions per required parking space. Using the average rate would over-estimate the parking needed for lower performing stores and under-estimate the parking needed for higher performing stores, and therefore is not recommended. • It is recommended that the different rates be used according to the store location type. Specifically, a rate of one parking space per 1,915 annual transactions could be applied to new Contractors' Warehouse stores that will be located in shopping centers, and a rate of one parking space per 2,740 annual transactions could be applied to new stores that will be located in industrial areas. • More store locations would need to be studied in order to refine these rates and/or calculate a more robust average rate for both store types. • It is important to note that the rates detailed above do not predict the additional amount of parking needed to provide cart storage, sales displays, and storage of store merchandise and equipment. The additional parking spaces required for these uses must be estimated and added to the parking demand predicted by the equations in order to arrive at the total number of parking spaces to build. • The predicted parking demand should be increased by one parking space to account for stray carts that may take a parking space out of service for a short time. rv 31Az35 • The number of parking spaces that will be used to display merchandise and/or stockpile merchandise and equipment must be decided upon on a store-by-store basis (or by a corporate-wide decision) and then added to the predicted parking demand. v 31 A46 1. INTRODUCTION Parsons Transportation Group Inc. (Parsons) was retained by The Home Depot to perform a parking study for two of its Contractors' Warehouse stores in the Los Angeles area. This report summarizes the methodology, procedures, and results of the detailed analysis of parking activity at the stores in Montebello and Pomona, California during the fall of 2005. Purpose of the Study This study was conducted to enhance the parking demand estimation capabilities of Home Depot store planners. Specifically, this study provides a detailed analysis of daily parking activity at two Contractors' Warehouse stores in the Los Angeles area. These analyses result in parking demand relationships that can be used by Home Depot to estimate the parking requirements of future Contractors' Warehouse stores, both inside and outside of Southern California . Recommendations are made based upon data collected during field studies conducted by Parsons and based on existing store sales and transactions data provided by Contractors' Warehouse. Study Procedure The analysis of parking demand at two Contractors' Warehouse stores in Southern California involved the accomplishment of the following tasks: • Parsons visited each study store, determined the number of parking spaces available at each location, and documented any special characteristics of each store. • Parsons conducted parking occupancy counts at each study store over the course of the study day, and counted the number of customers entering the store. Each store was studied on a Saturday due to the anticipated peak parking lot occupancy on that day of the week. Hourly parking occupancy counts were collected at each store between 8 AM and 4 PM. Customers entering the store were also counted during the time of the parking study. • Contractors' Warehouse staff provided Parsons with a summary of the previous year's transaction data for each of the study stores. This included the number of transactions recorded at each store on every day of the year, which allowed the determination of the busiest day, the average day, and the 5"' busiest day. • Analyses were performed using the results of the parking and customer counts to establish relationships between parking, store size, sales and transaction data, and number of customers. In addition, comparing the transactions of one of the store's busiest days with those occurring on Parking Study of Two Contractors Warehouse Stores - Final Report Page 1 31A.%37 the day of study allowed Parsons to estimate what the parking demand would have been on that busiest day. • The results of the analysis were used to predict parking demand for a typical design day for a planned Contractors' Warehouse store. • A report was prepared providing the findings and conclusions of the study. Parking Study of Two Contractors Warehouse Stores - Final Report Page 2 31 Q1- 38 2. STORE CHARACTERISTICS This section of the report describes the characteristics of the two Contractors' Warehouse stores in the Los Angeles area that were analyzed in this parking study. Study Stores There are nine Contractors' Warehouse stores in Southern California. Home Depot staff selected two locations for inclusion in this parking study: the store in Montebello, California, and the store in Pomona, California. These two stores were selected to be representative of the average customer and parking activity for the nine stores. The Montebello store has about 75,600 square feet of space and the Pomona store has 65,800 square feet. Table 1 summarizes the characteristics of each store. Table 1- Summarv of Sttidv Store Characteristics Characteristic Montebello Store Pomona Store Address 7601 Telegraph Road Montebello, CA 90640 1680 W. Mission Blvd. Pomona, CA 91766 Store Number 703 705 Store Size 75,618 sq.ft. 65,367 sq.ft. Total Transactions in 2004 216,311 209,521 Average Daily Transactions in 2004 599 580 Busiest Month in 2004 October October Busiest Day of the Week in 2004 Saturday Saturday Average Saturday Transactions in 2004 683 727 Transactions on Busiest Day in 2004 879 881 Busiest Day in 2004 Saturday, October 23 Saturday, October 16 "d Busiest Day in 2004 Thursday, November 11 Saturday, October 23 3`d Busiest Day in 2004 Friday, November 26 Saturday, November 6 `h Busiest Day in 2004 Saturday, November 6 Saturday, May 22 5`h Busiest Day in 2004 Saturday, January 3 Saturday, May 29 Parking Spaces Available on Study Day 113 163 Ludy Day Saturday, October 1, 2005 Saturday, October 8, 2005 Design Day The "design day" refers to the day of the year that experiences the maximum level of parking activity that can be accommodated by the parking lot that will be built as a result of the design methodology. Rather than a specific date of the year, the design day is defined by how much parking activity takes place. In other words, the goal is to provide just enough parking spaces to accommodate the demand on the selected design day, which could be the busiest day of the year, the 5`h busiest day, the 101h busiest day, etc., which could occur in different months for different stores. Parking Study of Two Contractors Warehouse Stores - Final Report Page 3 31A-.6139 Contractors' Warehouse provided transaction data for both study stores for the calendar year 2004. The busiest days of the year for each store were ranked based on the number of transactions, and the first five busiest sales days were identified. These data showed that the peak sales day at both stores occurred in October. In fact, the busiest days at both stores occurred mostly in the fall. The data also showed that the majority of the five busiest days at each store occur on a Saturday. Regardless of the month in which it occurs, the design day specifies what level of estimated parking demand should be accommodated. If a planner wishes to provide enough parking spaces to accommodate the estimated maximum number of parking spaces that would ever be demanded at a store, the design day would be the busiest day of the year. However, designing parking lots for their maximum demand is not practical from an efficiency or cost-effectiveness perspective. For example, if enough parking spaces are provided to accommodate the absolute peak demand (the 100`x' percentile), there would be a certain number of spaces provided that would only be needed for one day during the entire year, and then for only one or two hours of that specific day. In contrast, choosing the 5"' busiest day as the design day would mean that some customers may not be able to find a parking space immediately during the peak hour of the busiest four or five days of the year; however, they should have no problem finding a parking space in the lot at any other time. The commonly used design level for a regional shopping center is the 20'1' busiest hour, which typically occurs on the 101h busiest day. For this analysis, the 5'h busiest day was chosen as the design day for Contractors' Warehouse stores because it provides adequate parking for the vast majority of the year while still providing a savings in the number of parking spaces that need to be built. This design day reflects the 99'h percentile and means that each store would have adequate parking spaces for the parking demand experienced every hour of every day of the year except during the peak hours of demand on the four busiest days of the year. This is an adequate choice considering the cost of allocating land to parking use and the relatively few customers that would be affected. The parking studies were conducted on a Saturday in October in an attempt to study parking activity during the busiest time of the year on the busiest day of the week (based on the 2004 data). The sales and transaction data provided by Contractors' Warehouse were used to adjust the study day activity levels to the selected design-day levels. Design-day peak parking demand values were calculated by factoring the study data up or down to reflect the activity levels at the stores on their 5''' busiest days. In the case of the Pomona store, the number of transactions was less than the 5'1' busiest day in 2004, and so the peak parking demand was factored up. In contrast, the number of transactions at the Montebello store was larger than the 5'h busiest day in 2004, and so the peak parking demand was factored down. Parking Study of Two Contractors Iarehouse Stores - Final Report Page 4 31A40 3. PARKING STUDIES The annual transaction data supplied by Contractors' Warehouse for 2004 showed that, for both stores, the busiest day of the week was Saturday; the busiest month was October; and the busiest consecutive 8 howl occurred from 8 AM to 4 PM. Therefore, parking demand studies were conducted at the two study stores in October 2005, and both of the studies were conducted on a Saturday between 8 AM and 4 PM. Each store was contacted prior to the study to ensure that no unusual activities would be taking place at the store or in the parking lot on the day of the study. Parking Lot Use As shown in Table 1, 113 parking spaces were available for use at the Montebello store and 163 spaces were available at the Pomona store. The "parking spaces available" represents the actual number of parking spaces that were open for customer (and employee) parking on the day of the study. In some cases, not all of the parking spaces constructed at a store are available to park in because some may be taken "out of service" by the placement of sales displays, building materials, and/or the temporary storage of equipment. The Montebello store did not have any parking spaces taken out of service, but the Pomona store had a total of 22 spaces taken out of service by the storage of bathtubs, rental equipment, and forklifts. Despite this, the Pomona store still had more parking spaces available for customers than the Montebello store. In addition, it appeared the number of spaces taken out of service appeared to be typical of the Pomona store's routine operations, most likely due to the fact that the smaller Pomona store had more parking available to it. Detailed surveys of each store's parking lot layout and use are presented in Appendix A. At the top of each hour during the parking study, a complete inventory of the number of parking spaces occupied in the store parking lot was taken. This inventory was taken on an aisle-by-aisle basis so that a general spatial pattern of parking use could be determined as well as a numerical one. In terms of numbers, neither of the Contractors' Warehouse store parking lots filled to capacity on the study days. The Montebello store experienced a peak occupancy of 78% of the parking spaces available for use, while the Pomona store experienced a peak occupancy of 61 %. This equates to an average peak occupancy between the stores of 69%. The peak parking occupancy occurred at 2 PM at the Montebello store and at 3 PM at the Pomona store (see Table 2). Spatially, several patterns of parking lot use became apparent during the hourly parking inventory counts that warrant discussion. These include customer and employee parking habits, lumberyard activity, and day laborer activity. Of the two locations, the Pomona store has a more traditional retail store parking lot as it is located in a shopping center in a generally suburban (retail/residential) area. As such, its parking lot generally extends along the length of the warehouse and is well defined and landscaped. The Montebello store is in an industrial area and has a less traditional parking lot, with most of the parking concentrated in one corner of the property. Both stores have lumber yard parking areas that operate differently from traditional parking areas. Parking Study of Two COIM-act07 s Warehouse Stores --- Final Report Page 5 31441 Employees were observed parking in the parking areas closest to the side of the building at the Montebello store, while customers primarily used the parking areas closest to the entrance as well as the areas oriented with the entrance, but yet further from the building. At the Pomona store, employees were observed parking mostly in areas of parking that were furthest from the building, while customers parked in the areas closest to the building, extending towards the street. As stated before, this appeared to be a more traditional parking pattern for a large retail store. The lumber yards at each store operated with customers driving in with their vehicles, mostly trucks, and stopping temporarily along the yard to select and load their goods (lumber, planting material, cement, etc.). According to Contractors' Warehouse employees, each lumber yard can average 30 to 50 vehicles per hour driving through and selecting their building material on busy days. Once the material has been loaded, the customer drives to a station where a Contractors' Warehouse employee inspects the material and hands a ticket to the customer. The customer then parks in the lumber yard parking area and goes into the main warehouse to pay for their purchase. At both stores, the lumber yard parking area is striped as angled parking with larger than normal spaces to facilitate easy movements into and out of the area by large vehicles and vehicles with trailers. The limber yard parking demand at the Montebello store often exceeded its capacity of 15 parking spaces. Because there were more vehicles than striped parking spots at times, customers would often park parallel to the walls and behind other vehicles. In addition, as customers were driving out of this area, congestion was apparent at the "check station" because a line of cars were waiting for an employee to check that the items in the vehicle matched their purchase ticket. This situation often created operational and parking delays in the area. In contrast, the lumber yard parking at the Pomona store was larger, providing 32 larger than normal parking spaces. In addition, it was apparent that this area originally provided more parking spaces but that some of the space was being used to store bathtubs, rental equipment, and forklifts. The larger area available for lumber yard parking allowed room for turning movements and other related operations so the area did not exhibit significant congestion. Another unique factor observed at these Contractors' Warehouse parking lots was the activity of day laborers. Both stores attracted day laborers who generally stand around the entrance of the parking lot waiting for possible work from a contractor visiting the store. Some of the day laborers drive to the store and park their cars there, but most carpool or are dropped off at the store by someone else. At the Montebello store, those day laborers who parked there used one of the areas most utilized by Contractors' Warehouse customers, as opposed to using the parking that is farthest from the entrance. In contrast, day laborers parked in the parking area farthest from the entrance along the street at the Pomona store. Additional day laborer activity includes an office trailer that is setup on the edge of the Pomona parking lot that offers assistance to the day laborers. Also, a catering service arrived and parked their truck and food-trailer in the parking lot of the Montebello store, serving food primarily to the day laborers. This catering service apparently operates six days a week from 12:30 PM to 4:30 PM. Finally, stores such as Contractors' Warehouse that cater to contractors and home improvement customers typically experience a certain percentage of vehicles in their parking lot that are towing trailers in order to carry the lumber and other supplies purchased at the store. Surprisingly, no Parking Sturdy of Two Cont1•actom Warehouse Stores - Final Report Page 6 31A-142 vehicles with trailers were observed at either store on the study days. This was despite the fact that a large number of customers used the lumber yard. Conversations with store staff revealed that Saturdays typically see mostly residential customers and that the contractors typically frequent the stores on weekdays. It is on those days that employees report seeing vehicles towing trailers. Even so, the overall proportion of trailers is apparently small compared to the overall number of parked cars. As mentioned before, the lumber yards are built to accommodate vehicles parking and turning around with trailers. Customer Activity During the same time that the parking inventories were being conducted, a constant count of customers entering the store was being collected. This count included every person entering the store, though a distinction was made between visiting customers and visiting children. Specifically, visiting customers are defined as adults with purchasing power that visit the store (children who accompany their parents do not have purchasing power and are therefore not considered visiting customers). To more closely correspond with potential transactions, two adults entering the store as a couple were counted as "one customer." The number of visiting customers entering the store relates directly to the number of parking spaces occupied in the parking lot. More specifically, the number of customers entering the store during successive hours of the day combined with the average time customers spend in the store results in the number of vehicles parked in the parking lot at any given time. Table 2 summarizes the peak hour of customer activity and the peak hour of parking demand for each study store. Table 2 - Peak Hours of Customer Activity and Parkine Demand Peak Flour of Customers Entering the Time of Peak Parking Spaces Spaces Store # Store Name Customers * Store During Parking Demand Occupied Entering the Store Peak Hour* Peak 703 MONTEBELLO 8 to 9 AM 133 2 PM 88 705 POMONA 11 to 12 noon 125 3 PM 99 *Excludes children. Couples were counted as "1 customer." As shown in Table 2, the peak hour of customer activity at each store (entering the store) occurred before noon. While one store experienced its peak between 8 and 9 AM, the other experienced its peak between 11 AM and 12 noon. However, both experienced their heaviest periods of customer activity between 8 AM and 12 noon (see Table 3). In contrast, the peak time of parking occupancy occurred in the afternoon (2 PM at one store, and 3 PM at the other). In general, the peak parking demand occurs two to three hours after the end of the peak morning period of customer activity. Due to the complexity of the relationship between the number of customers entering the store and the time each spends in the store, there is no direct correlation between number- of customers entering the store and number of vehicles parked in the parking lot. Instead, the peak parking occupancy is typically correlated with the amount of daily business a store transacts. Detailed counts of customers entering the store and the corresponding number of parking spaces occupied for each hour of the study are presented in Appendix B. In terms of customers and transactions, if a visiting customer purchases something in the store, he/she becomes a transaction. (Contractors' Warehouse's data lists transactions as "customers," but Parking Study of Two Contractors Warehouse Sto1•es - Final Report Page 7 31A43 we reserve that term for people visiting the store, regardless of whether they purchased anything). While it is unknown how many visiting customers actually became transactions over the course of the day, a comparison can be made during the eight hours of data collection on the study days. Table 3 shows the number of visiting customers observed entering each store versus the number of transactions recorded on an hour-by-hour basis for each store. These data shows that there is no direct correlation between customers entering the store and transactions recorded at the cash registers, though they generally track each other in a relative order of magnitude. Typically the number of transactions is lower than potential customers overall, but sometimes the number of transactions is higher in a specific hour. The former is due to some potential customers who do not make a purchase, and the latter is due to customers arriving in one hour and not making their purchase until a later hour. Table 3 - Visiting Customers versus Transactions Montebello Store October 1, 2005 Pomona Store October 2005 Hour of the Study Day Visiting Customers Entering the Store* Transactions Visiting Customers * Entering the Store* Transactions 8 to 9 AM 133 60 89 112 9 to 10 AM 120 83 125 107 10 to 11 AM 125 81 107 96 11 to 12 noon 83 77 121 90 12 to 1 PM 82 76 70 71 1 to 2 PM 104 86 104 94 2 to 3 PM 80 86 95 76 3 to 4 PM 77 64 88 62 'Excludes children. Couples were counted as I customer." Parking Sturdy of Two Contractors Warehouse Stores - Final Report Page 8 31A-44 4. ANALYSIS RESULTS Developing a method of estimating future design-day parking demand entailed conducting several analyses using the data collected. First, the consistency of the data collected from each site was compared. Second, possible relationships between parking demand, sales activity levels (sales and transactions), square footage, and other store characteristics were examined to determine the best possible predictor of parking demand. Third, the study day parking demand values were adjusted to the peak hour of the 5`h busiest day. Fourth, a range of parking demand rates was determined based on the results of the parking study. Data Comparison Several components of the data collected were compared between the study sites to assist in determining whether the data was biased or unreasonable. These components included the number of transactions, sales totals, visiting customers, parking demand patterns, and peak hours of activity. Comparisons of several of these components have already been described in the previous chapter. Specifically, both study stores had roughly the same building configuration, experienced the same patterns of parking lot use, and experienced similar peak hours of customer and parking activity. Surprisingly, both stores also had essentially the same number of visiting potential customers. However, as shown in Table 4, each store experienced different transaction-based characteristics. While not directly comparable due to their different study dates, the Montebello store brought in 76% more in sales on October I than the Pomona store brought in on October 8. Not only did the Montebello store have more transactions, but the average transaction amount was 42% higher than that of the Pomona store ($142 versus $100). These results are partially due to the fact that the Montebello store is about 16% larger than the Pomona store, but could also be partly due to their different location types (industrial versus retail areas). For example, the Pomona store, which is located in a retail shopping center, had a higher percentage of visiting customers who did not make a purchase. Table 4 - Employees, Customers, and Transactions on the Studv Dav Store Average Transactions Visiting Store # Store Name Size Employees Transaction Total During Customers* (sq.ft.? Amount Transactions 8 Hours of During 8 Hours Stud of Stud 703 MONTEBELLO 75,618 46 $142.58 970 708 804 705 POMONA 65,367 33 $100.63 753 613 799 *Excludes children. Couples were counted as "l customer." These comparisons reveal that the two stores exhibit similar customer and parking activity patterns during the course of the day, but that the magnitude of this activity differs between the stores, likely due to store size and location type. A larger set of study stores would be necessary to determine whether these relationships are statistically significant. Parking Study of Two Contractor s Warehouse Stores - Final Report Page 9 31 Aa45 Design Day Adjustment To adjust the study data to design-day levels, the annual transaction data provided by Contractors' Warehouse (for the calendar year 2004) were analyzed to determine the design day adjustment factors needed for each store. As discussed previously, the design-day level chosen for this study was the 5th busiest sales day of the year. To determine the appropriate adjustment factor for each store, the daily transaction total from the 5"' busiest day of the year according to the Contractors' Warehouse data was divided by the daily transactions total that occurred during the study day. The calculations for determining the design-day adjustment factor for the Pomona store are shown below: Daily Transactions on Design Day = Adjustment Factor Daily Transactions on Study Day Example: 5"' busiest day in 2004 had 832 transactions Study day had 753 transactions 832 - 753 = 1.105 Study day experienced a peak parking demand of 99 spaces. Estimated design-day peak parking demand = 99 x 1.105 = 109 spaces Conducting the study in October appears to have been successful because the Montebello store had more transactions on the study day than even the busiest day in 2004. Without having the transaction totals for 2005, it was therefore assumed that the study day was the busiest day of 2005. Therefore, the peak parking demand for the Montebello store was factored down to represent the 5th busiest day. Table 5 shows the peak parking demand observed on the study days as well as the peak parking demand calculated for the design day (the 5th busiest day of the year) and for the busiest day. As shown in the table, the calculated design-day peak parking demand is higher than that observed on the study day for both stores. Based on the daily transaction total of the study day, the peak parking demand calculated for the 5th busiest day includes 11 more occupied spaces than during the study day at the Pomona store. Since the Montebello store happened to be studied on the assumed equivalent of the busiest day of the year for that store, its 5t busiest day peak parking demand is 9 spaces fewer than that observed on the study day. Also shown in the table, none of the design-day peak parking demands exceeded the capacities of the store parking lots, and neither do the busiest- day peak parking demands. In fact, both stores have about 3 0 or 50 more parking spaces than would be needed on the 5"' busiest day. Table 5 - Peak Parking Demand on Study Day, Design Day, and Busiest Day Parking Peak Peak Parking Peak Parking Excess Parking Total Capacity Parking Demand Demand Capacity, Store Store Name Parking Available Demand Calculated Calculated based on # Capacity on Study Observed for for the 5 and 1 Day y on Study Design Day 0' Busiest Day Busiest Day Da 5 Busiest 703 MONTEBELLO 113 113 88 79 88 34 25 705 POMONA 185 163 99 109 116 54 47 "Parking capacity available on study day minus the peak parking demand for the Stn or 16' Busiest Days Parking Study of Two Contractors Warehouse Stores - Final Report Page 10 31A46 Analyzing Parking Demand Typically, the design-day adjusted parking demands shown in Table 5 would be analyzed to determine which variables correlated most closely and would be the best predictors of parking for the Contractors' Warehouse stores. The 5`h busiest day peak parking demand would be compared to daily and annual number of transactions, square footage, and other store characteristics. In previous parking studies conducted for Home Depot, square footage typically showed the worst correlation with parking demand and annual sales (or transactions) typically showed the best correlation. However, since there are only two stores in this study, no statistical analysis can be conducted to determine which characteristics are the best predictors of parking demand. This is due to the fact that there are only two data points, between which any equation will yield a straight line, and therefore all variables will appear equally good at predicting the parking demand. Instead, this section of the report will detail the average relationships that exist between the various store characteristics and the parking demand. Square Footage The easiest method of predicting parking demand for a proposed store would be to base it on the square footage planned for the store. However, previous parking studies have shown that there is virtually no correlation between the square footage of a store and its resultant peak parking demand. While average rates can be extracted from this data that can be used to generally estimate the number of parking spaces that can adequately serve a store of a certain size regardless of customer activity, these rates would over-predict the amount of parking needed for a store with lower sales activity. The ratio of parking spaces needed to square footage varied greatly between the study stores as described above. The resultant parking ratios ranged from 957 square feet per required parking space at the Montebello store to 598 square feet per required parking space at the Pomona store. This shows that the Pomona store has about twice as much parking demand per square foot as the Montebello store (likely due to its location in a shopping center). The average rate is 777 square feet per required parking space. Using the average rate would over-estimate the parking needed for lower performing stores, which would be acceptable (though less cost-effective). However, using the average rate would under-estimate the parking needed for higher performing stores, which would be unacceptable. Therefore, the maximum observed rate would have to be used in order to provide enough parking for all store types; however, this would over-estimate parking needed for lower performing stores and be a waste of land and resources. This dilemma demonstrates why basing parking needs on square footage alone is inefficient and not cost-effective. Despite its shortcomings, if it is absolutely necessary to predict parking needs based on square footage, these general rates can be used. Specifically, a rate of one parking space per 600 square feet could be applied to new Contractors' Warehouse stores that will be located in shopping centers, and a rate of one parking space per 960 square feet could be applied to new stores that will be located in industrial areas. More store locations would need to be studied in order to refine these rates and/or calculate a more robust average rate for both store types. Barring that, the maximum parking-to- Parking Study of Two Contractors Tarehouse Stores - Feral Report Page 11 31A;147 square footage rate observed in this study would normally be used in order to cover the needs for all types of stores. In other words, the results from this analysis show that one parking space would be required for every 600 square feet of the building in order to provide enough parking for the peak parking demand at all types of stores on the 5"' busiest day of the year. Transactions While more difficult to estimate for a proposed store, previous parking studies have shown that the number of transactions and/or the amount of annual sales are better predictors of parking demand than square footage. An illustration of why sales data are better predictors of parking demand than square footage is that if there are two stores of identical size, the store with more customers (and therefore sales) will have a higher parking demand than the store with fewer customers. While it is true that larger stores have the potential for attracting more customers, a large store with few customers will have less parking needs than a smaller store with more customers. These relationships are intuitive because the number of transactions is very closely related to the number of customers visiting the store. Visiting customers are defined as adults with purchasing power that visit the store (children who accompany their parents do not have purchasing power and are therefore not considered visiting customers). A transaction occurs when a visiting customer becomes a transaction by purchasing something. Therefore, if it is assumed that there is one transaction per vehicle, transactions should then be closely related to vehicle traffic. In addition, assuming some average sale amount per customer, the total sales figures would also be closely related to transactions, customers, and vehicle traffic. The ratio of parking spaces needed to annual transactions varied between the study stores, but not as widely as the square footage-based ratios. The resultant parking ratios ranged from 2,738 annual transactions per required parking space at the Montebello store to 1,915 annual transactions per parking space at the Pomona store. This shows that the Pomona store has more parking demand per transaction than the Montebello store (again, likely due to its location in a shopping center where it will have more browsing customers). The average rate is 2,327 annual transactions per parking space. Again, using the average rate would over-estimate the parking needed for lower performing stores and under-estimate the parking needed for higher performing stores. Therefore, until more data can be collected, it is recommend that the different rates be used according to the store location type. Specifically, a rate of one parking space per 1,915 annual transactions could be applied to new Contractors' Warehouse stores that will be located in shopping centers, and a rate of one parking space per 2,740 annual transactions could be applied to new stores that will be located in industrial areas. More store locations would need to be studied in order to refine these rates and/or calculate a more robust average rate for both store types. AdjustmeniN for Other Parking Lot Uses While the rates and equations detailed above account for the customer, employee, and day-laborer demand for parking spaces, they do not address the other uses of Contractors' Warehouse parking lots. As described previously, there are three other uses of the parking lot beyond providing parking spaces for customers and employees. The first use is cart storage, which is directly related to customer use of the parking lot. The other two uses are sales displays and storage of store Parking Study of Two Contractors Warehouse Stores - Final Report Page 12 31A48 merchandise and equipment, both of which do not have to be provided in the parking lot, but often are. These parking lot uses increase the number of spaces needed in a parking lot beyond what can be predicted by square footage or transaction data. While difficult to quantify, a parking lot must provide additional spaces to accommodate stray abandoned carts that customers will inevitably leave behind. Assuming that cart return corrals are provided separately (rather than placing them in parking spaces), a certain number of parking spaces will likely be taken out of service by stray carts, so the predicted parking capacity should be increased by a similar number of parking spaces. While this has been observed to be a bigger problem at some Home Depot stores, the two Contractors' Warehouse study locations both had aggressive cart collection schedules (with employees collecting stray carts twice an hour). In general, the equivalent of one parking space was taken out of service at any time by stray carts. Therefore, only one parking space needs to be added to the predicted parking capacity to account for stray carts. The number of parking spaces used to display merchandise and/or store stockpiles of merchandise and equipment cannot be related to the level of predicted parking demand. This decision must be made on a store-by-store basis, or via a corporate-wide decision. Currently, the number of spaces taken out of service for these purposes varied from zero at one store to 22 spaces at the other. Once a store or corporate decision has been made as to how many parking spaces will be used for displays and/or storage, that number should be added to the number of parking spaces predicted by the rates above. Parking Study of Two Contractors farehouse Stores - Final Report Page 13 31 A-49 5. CONCLUSIONS & RECOMMENDATIONS Based upon the parking demand studies conducted at two Contractors' Warehouse stores in the Los Angeles area, the following conclusions and recommendations are presented: • None of the Contractors' Warehouse store parking lots filled to capacity on any of the study days. • The average peak occupancy among the study stores was 69% of the parking spaces available for use. The lowest peak occupancy was 61% and the highest was 78%. • At the Pomona store, a certain number of parking spaces were taken out of service by the placement of stacks of building materials and the storage of rental equipment and forklifts. • The 5'E' busiest day was chosen for the design day in this analysis. This means that each store would have adequate parking spaces for the parking demand experienced every hour of every day of the year except for during the peak hours of demand on the 4 busiest days of the year. • The two study stores exhibited similar patterns of parking lot use, and experienced similar peak hours of customer and parking activity. However, each store experienced different transaction-based characteristics. This is likely due to the fact that the Montebello store is located in an industrial area and the Pomona store is located in a retail shopping center. (The Pomona store had a higher relative parking demand because it had more visiting customers who did not make a purchase.) Based on this study, it appears that Contractors' Warehouse stores located in retail shopping centers attract more browsing customers and therefore need more parking than stores located in industrial areas. • The resultant design-day square footage rates varied between the study stores, ranging from 598 square feet per required parking space at the Pomona store to 957 square feet per required parking space at the Montebello store. • In terms of building space, the average square footage rate between the study stores was 777 square feet per required parking space. The use of this average to calculate future parking demand is not recommended. Parking Study of Two Contractors Warehouse Stores - Final Report Page 14 31 A260 • Previous parking studies have shown that there is virtually no correlation between the square footage of a store and its resultant peak parking demand. If using square footage to predict parking needs, a rate of one parking space per 600 square feet could be applied to new Contractors' Warehouse stores that will be located in shopping centers, and a rate of one parking space per 960 square feet could be applied to new stores that will be located in industrial areas. If only one rate is to be used, it should be the maximum rate observed: one parking space would be required for every 600 square feet of the building in order to provide enough parking for the peak parking demand at all types of stores on the 5`j' busiest day of the year. • Previous parking studies have shown that the number of transactions and/or the amount of annual sales are better predictors of parking demand than square footage. For example, if there are two stores of identical size, the store with more customer traffic (and therefore sales) will have a higher parking demand than the store with fewer customers. • The resultant parking ratios ranged from 2,738 annual transactions per required parking space at the Montebello store to 1,915 annual transactions per required parking space at the Pomona store. • The average transaction rate is 2,327 annual transactions per required parking space. Using the average rate would over-estimate the parking needed for lower performing stores and under-estimate the parking needed for higher performing stores, and therefore is not recommended. • It is recommended that the different rates be used according to the store location type. Specifically, a rate of one parking space per 1,915 annual transactions could be applied to new Contractors' Warehouse stores that will be located in shopping centers, and a rate of one parking space per 2,740 annual transactions could be applied to new stores that will be located in industrial areas. • More store locations would need to be studied in order to refine these rates and/or calculate a more robust average rate for both store types. • It is important to note that the rates detailed above do not predict the additional amount of parking needed to provide cart storage, sales displays, and storage of store merchandise and equipment. The additional parking spaces required for these uses must be estimated and added to the parking demand predicted by the equations in order to arrive at the total number of parking spaces to build. • The predicted parking demand should be increased by one parking space to account for stray carts that may take a parking space out of service for a short time. • The number of parking spaces that will be used to display merchandise and/or stockpile merchandise and equipment must be decided upon on a store-by-store basis (or by a corporate-wide decision) and then added to the predicted parking demand. Parking Study of Two Contractors I3'arehouse Stores --- Final Report Page 15 31 A&51 Appendix A Parking Lot Surveys 31 Q262 ?.1 ''i^? V/ O r.+ C O C r? J rc •I ,.jr ' eul m Ez ?l a. y of ` rvn rof ro Q! ` w. y a t+i ?• f a s E ? I!_ LL N ?- if ?. ? 1 Y? • ? ! f 4.. N s m y 2 u i P?cag wnl r 1 t N 31 A-53 ?r O O O O a b Lnn r n A •s7 r ?r i I M a 31A-54 Appendix B Hourly Parking Lot Occupancy and Customer Counts 31 X55 i O O CO c E O O V ? d U N COwmcow0lgl- otimLO M . ? /? r r r T T T 00 T M CL Q co (D (0 () co co LO (D (.0 't CO f-- (D LO M ++ 00 T O r r r r T r 0 co r r 0 r t L ? O a E-- co O MIt Co 0 0(Or LO d'in LO (DCO 0 T 0 (D r r C) r- LO co LO r O LO i J (O O 0) LO r In "T (D (D 00 0 r CO N O (D r T O (D M M ai O LO m m O CO P- M (D 0 I- d' d' LO M r 00 0 O 00 T N O ?- r r r CO O LL N (?! LSS 7 0 Il_ LO N O (D dt r- 0 CO ?t (D LO N f` r O (D T T Q r r T co ? r r ? N m Co M O It O O LO LO (0 LO T c} M LO r 0 0 O ti r r 0 r r T N r N r O M ti ?- O M (D LO It M LO d' (D (D N U) M O O r r 0 c- T T- CO r r r T r O T 0 M 0 O) LO LO LO LO O CIF) 0 LO N LO T O O r r O r r T 1` C V O • LC N ? r- 0 1 qr LO d C) d M ?t T r- t} O 0 M ? r 0 O N 41 (D O () C LO (n + 0 I? V' (D ?t d' O Lo 0 LO r O LO O CAS 0 r r cD p C V/ C 00 cn C EL CO. O a C c aa)) QUU Y ` W L o a) ?, O ? CD ¢mU? WtL_ Q E 00 LL O O O O O O O O O V N to 0 N V O :3 w w V U U U U U U U U U c a) m u f &uw co co (n u) co I F- A- )Uc t` (D M LO (O rn E 0 U fu O raoI- m CO O O (C) r - O ?t O r- d' N C? O O O O N LL i O O O CY) c a m LO CY) M O 00 .- r- O N O f? (N O M M CA r Il- u') r O O r c O N r M M O O M M O O LO M M I-- W (D CC), M a) N r r e- r r O am r O > 0. Q M 0 r W CC) M O M M O O 0 W M I` W I` I` lqr M N ?- r N N OD co T2 C R1 O aF- C) d c1 (n (n OD U") N LO N 00 M N O O CA 00 r d O r OD d' d (O lC) Q l(? r f? N r M M O O N M r r r r t-- IO Il- M I- O M r I-- O(D d M 0 CO N 1f) O V- IM N (D -gr M N w O O w (D N d' N (O M N M IO I, ti II` N Q O 100 M (n O (A N v-- C) (14 LO C) O V- O T- C> 00 O r c- ?- O r r M L I- (D O 00 (9 O V (tf c O O Eu' rn - O d c m a N c c a o _ O ° O r -0 O O o w ? a C) O o E L 0 A O 0 LL. 0 :3 N cn cA (? O r W 1- 1_ W M I\ O M I~ N M T- CO M N d.?tr? O r o N c- 0 M h W 1_ M N r I~ O M I\ N M 'r' 1- "t N µ 00 r O 'd' (U d' l(') M In r M O N ? N O O 0 It O N O t- r OD O r O r 0 h CO O M r M O M M N d' r O t() O O O ?- OD T VJ N () L) M O O't 't U? M N r co o O 00 N M N 't ct O't CL O 6C) C i lSi Il 4) QCOUi]WLL.(72-?? 1Q0]rN O- c c c c c c c c c c c c m m> >- 0 0 0 0 0 0 0 0 0 0 0 0 IM M (o m V U U U U (? U U U U U U U O O p) O C= .?., n - O ?'cncncncncnu?QQQ=f° A- TRAFFIC DATA SERVICES, INC SUMMARY OF VEHICULAR TURNING MOVEMENTS LOCATION: CONTRACTORS WAREHOUSE FILENAME; 01716131 601 E. IMPERIAL DATE: 1/22107 CITY: LA HABRA DAY: MONDAY DRIVEWAY # PERIOD 1 2 3 4 5 Total BEGINS IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT 7:00 AM 6 2 1 0 1 0 7 2 :16 AM 2 3 1 1 1 0 4 4 :30 AM 6 0 1 3 0 3 7 6 :45 AM 2 1 3 2 2 1 7 4 8:00 AM 3 3 2 2 0 0 5 6 :15AM 6 0 1 1 0 0 7 7 :30 AM 6 2 2 2 0 0 7 4 :45 AM 1 7 2 1 0 0 3 8 4:00 PM 3 6 2 0 2 0 7 6 :16PM 1 4 3 3 0 0 4 7 :30 PM 5 4 4 2 0 1 9 7 :45 PM 1 6 0 0 0 0 1 5 6:00 PM 2 3 0 0 3 0 5 3 :15 PM 2 6 2 1 0 0 4 7 :30 PM 1 1 0 1 0 0 1 2 :46 PM 0 2 1 1 0 0 1 3 TOTAL: 45 66 26 20 9 5 COMMENTS: SEE PICTURE 0 0 0 0 79 80 31 A=?8 TRAFFIC DATA SERVICES, INC. PARKING STUDY LOCATION: CITY: CONTRACTORS WAREHOUSE 601 E. IMPERIAL HWY LA HABRA FILENAME: 01716PK1 LATE: 1122/07 DAY: MONDAY Time ZONES ZONES Period Beginning 1 2 3 4 5 6 7 6 9 10 11 12 TOTAL SPACES: 93 93 6:00 AM :30 AM 7:00 AM 18 18 :30 AM 23 23 8:00 AM 28 28 :30 AM 28 28 9:00 AM 32 32 :30 AM 10:00 AM :30 AM 11:00 AM :30 AM 12:00 PM :30 PM 1:00 PM :30 PM 2:00 PM .30 PM 3:00 PM :30 PM 4:00 PM 28 28 :30 PM 26 28 6:00 PM 22 22 :30 PM 19 19 6:00 PM 18 18 :30 PM 7:00 PM :30 PM 8:00 PM :30 PM 9:00 PM :30 PM COMMENTS. 31 k-59 _..------ ..._._.__....._._......... .-_..__..__.____.._.-.-----------..-_ . From: Diane Forsyth [mailto:dforsyth@socal.rr.com] Sent: Monday, April 16, 2012 10:46 AM To: Fregoso, Vince Cc: Mark Forsyth Subject: Variance 2012-02 and.2012-03 for 1044 East Fourth Street We wholeheartedly support this project. The entire neighborhood will benefit from the influx of new business. Mark and Diane Forsyth FORSYTH STEEL CO., INC. A Certified HUB Zone Firm 104 North Hathaway Street Santa Ana, CA 92701 (714) 288-1334 EXHIBIT 8 31A-60 ROH - 04/23/12 RESOLUTION NO. 2012-02 A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF SANTA ANA APPROVING VARIANCE NOS. 2012-02 AND 2012-03 AS CONDITIONED TO REDUCE THE REQUIRED PARKING AND SETBACKS FOR THE PROPERTY LOCATED AT 1044 EAST FOURTH STREET BE IT RESOLVED BY THE PLANNING COMMISSION OF THE CITY OF SANTA ANA AS FOLLOWS: Section 1. The Planning Commission of the City of Santa Ana hereby finds, determines and declares as follows: A. Applicant is requesting approval of Variance No. 2012-02 to allow a reduction in landscaped setbacks and Variance No. 2012-03 to reduce the required parking standards for a new HD Supply Repair and Remodel facility at 1044 East Fourth Street. B. Variance Nos. 2012-02 and 2012-03 came before the Planning Commission of the City of Santa Ana for a duly noticed public hearing on April 23, 2012, to consider all testimony, written and oral. C. Variance No. 2012-02 has been filed with the City of Santa Ana seeking to allow an industrial building to encroach into the required 20-foot front yard landscaped setback. Section 41-475(a) of the Santa Ana Municipal Code requires a twenty (20) foot setback for a yard abutting a public arterial street as designated in the general plan of the city. 2. The building has an existing front yard setback of zero feel immediately adjacent to the building. The applicant is requesting to allow the building to remain as is and the existing setback to remain at its current dimension. 3. Santa Ana Municipal Code Section 41-638 authorizes the Planning Commission to grant a variance upon making certain findings. That because of special circumstances applicable to the subject property, including size, shape, topography, location or surroundings, the strict application of the zoning ordinance is found to deprive the subject property of privileges not otherwise at variance with the intent and purpose of provisions of this Chapter. Resolution No. 2012-02 Page 1 of 12 31A-61 The project site has a special circumstance related to its size, shape and location. The subject industrial site is a 4.3-acre irregularly shaped parcel constrained by its location along Fourth Street. Several buildings currently exist along this corridor that are not in compliance with the setback standards. Compliance with the setback standard would make the site less competitive with surrounding buildings and would deprive the property of privileges allowed to other similar parcels. ii. That the granting of a variance is necessary for the preservation and enjoyment of one or more substantial property rights. The granting of the variance is necessary for the preservation and enjoyment of substantial property rights. Compliance with the setback standard would require the demolition of approximately 3,000 square feet of building area, which would reduce the feasibility of the proposed use of the building. Further, the structural integrity of the building would be affected since the portion of the building that would need to be demolished is a structural bearing wall, which will impact the property rights of the owners. The granting of the variance is necessary to preserve the property owner's rights and the variance will allow the owner to rehabilitate and improve the site for a contractors warehouse use that is consistent with the general plan designation. That the granting of a variance will not be materially detrimental to the public welfare or injurious to surrounding property. Granting of the variance will not be detrimental to surrounding properties. Conditions of approval related to loitering, traffic and parking have been incorporated into the project that will minimize impacts to these properties, which will allow the owner of the site to lease their property to an industrial user that is otherwise allowed by right in the I-OZ-M2/SD-84 zoning district. Resolution No. 2012-02 Page 2 of 12 31A-62 iv. That the granting of a variance will not adversely affect the General Plan of the City. The project will not adversely affect the General Plan as the use is consistent with the land use designation. The proposed contractors warehouse use will result in the improvement of a vacant site that will remove several undesirable elements from the property, which include poorly maintained landscaping, a deteriorated building and damaged fencing. The rehabilitation of the site is consistent with Goal 3, which encourages the rehabilitation of properties in the City that improve the character of neighborhoods. D. Variance No. 2012-03 has been filed with the City of Santa Ana seeking to allow a reduction in required parking. Section 41-1390 of the Santa Ana Municipal Code requires at least two (2) spaces for each one thousand (1,000) square feet of gross floor area for industrial uses. 2. The total gross floor area for the two buildings is 91,581 square feet. This equates to a parking requirement of 183 spaces. The applicant proposes to use the exiting parking spaces on the site, which when configured to meet current design standards, will provide 100 parking spaces - a reduction of 83 spaces. 3. Santa Ana Municipal Code Section 41-638 authorizes the Planning Commission to grant a variance upon making certain findings. That because of special circumstances applicable to the subject property, including size, shape, topography, location or surroundings, the strict application of the zoning ordinance is found to deprive the subject property of privileges not otherwise at variance with the intent and purpose of the provisions of this chapter. The project site has a special circumstance related to its size, shape and location. The subject industrial site is a 4.3-acre irregularly shaped parcel constrained by the location and size of two existing industrial buildings on the property. Due to the size of the property and location of existing buildings, the number of parking spaces required by the parking code cannot physically be achieved on the property without reducing building square footage which would make the project unviable and create a hardship for Resolution No. 2012-02 Page 3 of 12 31A-63 the applicant and owner of the property. A parking analysis was prepared by Austin-Foust, with additional analysis prepared by The Parsons Group. Based upon the finding of a literature search and actual parking demand case studies at existing HD Supply locations, the study concluded that the peak parking demand on the single highest day of the year will not exceed 96 parking spaces, including all contractor vehicles. The project provides 100 on-site parking spaces for customer use. Therefore, applying the strict letter of the City parking code would, in this particular case, deprive the subject property of attracting a use to the property that is otherwise allowed by right in the I-OZ-M2/SD-84 zoning district and therefore would deprive the subject property of privileges not otherwise at variance with the intent and purpose of the provisions of this chapter. ii. That the granting of a variance is necessary for the preservation and enjoyment of one or more substantial property rights. The granting of the variance is necessary for the preservation and enjoyment of substantial property rights. The granting of the parking variance will preserve the property owners right to develop and lease a vacant industrial property with a use that is allowed by right in the I-OZ-M2/SD-84 zoning district. The new use will help to revitalize a vacant industrial property which will preserve the property owners right to upgrade, develop and lease their property. That the granting of a variance will not be materially detrimental to the public welfare or injurious to surrounding property. The findings of the parking study completed by Austin-Foust Associates, Inc., a traffic engineering firm, with additional analysis by Parsons Transportation Group, Inc., indicate that the peak parking demand on the single highest day of the year will not exceed 96 parking spaces including all contractor vehicles. The project provides 100 on-site parking spaces for customer use. Based upon the findings of the parking study, there will be adequate parking on the subject site at times of peak demand and therefore, the granting of the parking variance will Resolution No. 2012-02 Page 4 of 12 31A-64 not be materially detrimental to the public welfare or injurious to surrounding property. Granting of the variance will allow the owner of the site to lease their property to an industrial user that is otherwise allowed by right in the I-OZ-M2/SD-84 zoning district. Granting of the parking variance will allow the property owner the right to utilize their property in a manner that is consistent with surrounding industrial uses. iv. That the granting of a variance will not adversely affect the General Plan of the City. The granting of the parking variance would not adversely affect the General Plan of the City. The property in question is located within the Urban Neighborhood General Plan designation, which permits the Home Improvement Warehouse use, proposed by the applicant. Since parking is ancillary to the primary use of the property as a home improvement warehouse, the granting of the parking variance would under the circumstances of this particular case, have no adverse affect on the General Plan of the City. E. In accordance with the California Environmental Quality Act, the proposed project is exempt from further review pursuant to Section 15301. This Class 1 exemption allows the repair, maintenance and permitting of existing structures that are consistent with the zoning and general plan designations. Categorical Exemption Environmental Review No. 2011-64 will be filed for this project. Section 2. The Planning Commission, after conducting the public hearing, hereby approves Variance No. 2012-02, as conditioned in Exhibit "A" attached hereto and incorporated herein, to allow a reduction in landscaped setbacks and Variance No. 2012-03, as conditioned in Exhibit "B" attached hereto and incorporated herein, to reduce the required parking standards for a new HD Supply Repair and Remodel facility at 1044 East Fourth Street. This decision is based upon the evidence submitted at the above said hearing, which includes, but is not limited to: the Request for Planning Commission Action dated April 23, 2012, and exhibits attached thereto; and the public testimony, all of which are incorporated herein by this reference. Resolution No. 2012-02 Page 5 of 12 31A-65 ADOPTED this 23`d day of April, 2012. AYES: Commissioners: Alderete, Mill, Turner, Yrarrazaval (4) NOES: Commissioners: None (0) ABSENT: Commissioners: Acosta, Gartner (2) ABSTENTIONS: Commissioners: Nalle (1) Eric Alderete Chairman APPROVED AS TO FORM: Sonia R. Carvalho, City Attorney By: Ryan O. Hodge Assistant City Attorney CERTIFICATE OF ATTESTATION AND ORIGINALITY I, MARTHA RAMIREZ, Secretary of the Planning Commission, do hereby attest to and certify the attached Resolution No. 2012-02 to be the original resolution adopted by the Planning Commission of the City of Santa Ana on April 23, 2012 . Date: Secretary of the Planning Commission City of Santa Ana Resolution No. 2012-02 Page 6 of 12 31A-66 Conditions for Approval for Variance No. 2012-02 Should the Planning Commission approve Variance No. 2012-02, the approval is subject to compliance, to the reasonable satisfaction of the Planning Manager, with all applicable sections of the Santa Ana Municipal Code, the California Administrative Code, the California Building Standards Code and all other applicable regulations. The applicant must comply in full with each and every condition listed below prior to exercising the rights conferred by this variance. The applicant must remain in compliance with all conditions listed below throughout the life of the variance. Failure to comply with each and every condition may result in the revocation of the variance. A. Planning Division 1. All proposed improvements must conform to the Site Plan Review approval of DP No. 2011-24 and the staff report exhibits. 2. Any amendment to this variance must be submitted to the Planning Division for review. At that time, staff will determine if administrative relief is available or the variance must be amended. 3. Landscaping, once installed, shall be maintained per the approved landscape plan. After project occupancy, landscaping is to be maintained to include the minimum level of plant materials installed at the time of occupancy and per the approved plan. 4. The required trees shall be upgraded to 36-inch boxed size and shrubs shall be upgraded to 5-gallon size throughout the project. 5. Vine pockets are required to be added to the wall that is proposed at the west property line. 6. The parking reduction shall not exceed 83 spaces and is valid for I-OZ-M2 uses only. Any future uses which are not permitted in the I-OZ-M2 zoning district, shall comply with the parking standards in place at that time or shall seek a future variance. 7. The variance is only valid for the configuration of the existing buildings and site layout as shown on the approved site plan. 8. All trash receptacles and bins located outside of the buildings shall be located in a trash enclosure with minimum dimensions that meet City Standards. Resolution No. 2012-02 Page 7 of 12 31A-67 APRIL 23, 2012 PAGE 2OF3 9. Prior to Certificate of Occupancy, all potholes and deteriorated paving on the site shall be repaired and the site slurry coated and double striped to City standards. Site paving and striping shall be repaired and maintained as part of a regularly scheduled maintenance program. 10. The site occupant shall be responsible for maintaining the premises free from graffiti, including the side of the buildings adjacent to the railroad tracks. All graffiti shall be removed within 24 hours. 11. Prior to issuance of a certificate of occupancy, the building operator shall submit a Shopping Cart Containment Plan to the Planning and Building Agency. 12. There shall be no outdoor storage, parking lot sales, displays, equipment lease/rental or similar activities in any exterior area of the site, with the exception of limited outdoor storage of materials in the screened storage area on the west side of Building A as depicted on the site plan. 13. The height of materials stacked outdoors shall not exceed the height of the screen wall/landscaping provided. 14. There shall be no backing of trucks from Fourth Street on to the site or from the site on to Fourth Street. 15. A new eight foot tall wrought iron fence shall be constructed along the west property line. 16. Bougainvillea shall be planted at eight foot intervals and irrigation shall be provided along the new wrought iron fence, except where prohibited by Metrolink. 17. New fencing shall match the existing wrought iron fencing material existing on the site. 18. The access gate located on Santa Fe Street shall be closed at all times, with the exception of emergency access by Police and Fire personnel. 19. All employees shall park their vehicles on-site. 20. The variance shall be reviewed by the Planning Division for compliance at six months, one year and annually thereafter from the date of Certificate of Occupancy for the project. Resolution No. 2012-02 Page 8 of 12 31A-68 APRIL 23, 2012 PAGE 3OF3 21. There shall be no truck deliveries between the hours of 9:00 p.m. and 6:00 a.m. (Added by the Planning Commission April 23, 2012) B. Police Department The existing building and parking lot must conform with the provisions of Chapter 8, Article II, Division 3 of the Santa Ana Municipal Code (Building Security Ordinance). These code conditions will require that the existing projects lighting, door/window locking devices and addressing be upgraded to current code standards. Lighting standards cannot be located in required landscape planters. 2. The business operator shall post "No Loitering/Trespass" signs/placards in the parking lot and on the building pursuant to California Penal Code ("CPC") section 602. It shall be the business operator's responsibility to ensure that CPC section 602 is complied with at all times that the premises is in operation. Resolution No. 2012-02 Page 9 of 12 31A-69 Conditions for Approval for Variance No. 2012-03 Should the Planning Commission approve Variance No. 2012-03, the approval is subject to compliance, to the reasonable satisfaction of the Planning Manager, with all applicable sections of the Santa Ana Municipal Code, the California Administrative Code, the California Building Standards Code and all other applicable regulations. The applicant must comply in full with each and every condition listed below prior to exercising the rights conferred by this variance. The applicant must remain in compliance with all conditions listed below throughout the life of the variance. Failure to comply with each and every condition may result in the revocation of the variance. A. Planning Division 1. All proposed improvements must conform to the Site Plan Review approval of DP No. 2011-24 and the staff report exhibits. 2. Any amendment to this variance must be submitted to the Planning Division for review. At that time, staff will determine if administrative relief is available or the variance must be amended. 3. Landscaping, once installed, shall be maintained per the approved landscape plan. After project occupancy, landscaping is to be maintained to include the minimum level of plant materials installed at the time of occupancy and per the approved plan. 4. The required trees shall be upgraded to 36-inch boxed size and shrubs shall be upgraded to 5-gallon size throughout the project. 5. Vine pockets are required to be added to the wall that is proposed at the west property line. 6. The parking reduction shall not exceed 83 spaces and is valid for I-OZ-M2 uses only. Any future uses which are not permitted in the I-OZ-M2 zoning district, shall comply with the parking standards in place at that time or shall seek a future variance. 7. The variance is only valid for the configuration of the existing buildings and site layout as shown on the approved site plan. 8. All trash receptacles and bins located outside of the buildings shall be located in a trash enclosure with minimum dimensions that meet City Standards. Resolution No. 2012-02 Page 10 of 12 31A-70 APRIL 23, 2012 PAGE 2OF3 9. Prior to Certificate of Occupancy, all potholes and deteriorated paving on the site shall be repaired and the site slurry coated and double striped to City standards. Site paving and striping shall be repaired and maintained as part of a regularly scheduled maintenance program. 10. The site occupant shall be responsible for maintaining the premises free from graffiti, including the side of the buildings adjacent to the railroad tracks. All graffiti shall be removed within 24 hours. 11. Prior to issuance of a certificate of occupancy, the building operator shall submit a Shopping Cart Containment Plan to the Planning and Building Agency. 12. There shall be no outdoor storage, parking lot sales, displays, equipment lease/rental or similar activities in any exterior area of the site, with the exception of limited outdoor storage of materials in the screened storage area on the west side of Building A as depicted on the site plan. 13. The height of materials stacked outdoors shall not exceed the height of the screen wall/landscaping provided. 14. There shall be no backing of trucks from Fourth Street on to the site or from the site on to Fourth Street. 15. A new eight foot tall wrought iron fence shall be constructed along the west property line. 16. Bougainvillea shall be planted at eight foot intervals and irrigation shall be provided along the new wrought iron fence, except where prohibited by Metrolink. 17. New fencing shall match the existing wrought iron fencing material existing on the site. 18. The access gate located on Santa Fe Street shall be closed at all times, with the exception of emergency access by Police and Fire personnel. 19. All employees shall park their vehicles on-site. 20. The variance shall be reviewed by the Planning Division for compliance at six months, one year and annually thereafter from the date of Certificate of Occupancy for the project. Resolution No. 2012-02 Page 11 of 12 31A-71 APRIL 23, 2012 PAGE 3 OF 3 21. There shall be no truck deliveries between the hours of 9:00 p.m. and 6:00 a.m. (Added by the Planning Commission April 23, 2012) B. Police Department The existing building and parking lot must conform with the provisions of Chapter 8, Article II, Division 3 of the Santa Ana Municipal Code (Building Security Ordinance). These code conditions will require that the existing projects lighting, door/window locking devices and addressing be upgraded to current code standards. Lighting standards cannot be located in required landscape planters. 2. The business operator shall post "No Loitering/Trespass" signs/placards in the parking lot and on the building pursuant to California Penal Code ("CPC") section 602. It shall be the business operator's responsibility to ensure that CPC section 602 is complied with at all times that the premises is in operation. Resolution No. 2012-02 Page 12 of 12 31A-72