HomeMy WebLinkAbout13 SOUTHWEST TUSTIN RESIDENTIAL PARKING STUDYDocusign Envelope ID: B2942A1C-7706-82A5-815E-075EA3096335
MEETING DATE:
TO:
FROM:
SUBJECT:
SUMMARY:
Agenda Item 13
Reviewed:
AGENDA REPORT City Manager aS
Finance Director
MAY 19, 2026
ALDO E. SCHINDLER, CITY MANAGER
ALEXA SMITTLE, COMMUNITY DEVELOPMENT DIRECTOR
SOUTHWEST TUSTIN RESIDENTIAL PARKING STUDY
Southwest Tustin is the City's densest residential neighborhood, and demand for on -
street parking far exceeds supply. Building upon the 2022 Residential Parking Action
Plan, staff studied the on -street residential parking conditions in the neighborhood and is
proposing targeted policies and actions to address on -street parking conditions.
On April 28, 2026, the Planning Commission received and filed the Southwest Tustin
Parking Study findings and recommendations and provided feedback for the City
Council's deliberation. The report is now being presented to the City Council for its
consideration and direction to staff.
RECOMMENDATION:
Recommend the City Council receive and file the Southwest Tustin Residential Parking
Study and direct staff to pursue some, or all, of the recommended strategies.
FISCAL IMPACT:
There is no direct fiscal impact associated with receiving and filing this report. Based on
direction to staff, additional funding could be required for implementation actions, which
would be brought to the City Council for consideration at a later date, as needed.
CORRELATION TO THE STRATEGIC PLAN:
This action correlates to the City's Strategic Plan as follows:
Goal A — Economic and Neighborhood Development: this study directly advances
Strategy 9 (create and implement a plan to address parking problems in neighborhoods)
Goal B — Public Safety and Protection of Assets: the recommended near -term
improvements, including pedestrian -scale lighting and curb markings, advance Strategy
6.a (implement plans for bikeways and walking paths as a way to encourage reduced use
of cars) and would improve pedestrian safety in the neighborhood where residents
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City Council Agenda Report
Southwest Tustin Parking Study
May 19, 2026
Page 2
reported routinely walking significant distances between parked vehicles and their homes;
and
Goal D — Strong Community and Regional Relationships: the study was informed
by bilingual stakeholder engagement and public workshops with ongoing
engagement expected.
BACKGROUND AND DISCUSSION:
The City worked with Dixon Resources Unlimited (Dixon) on a study of available on -street
parking in the Southwest Tustin neighborhood, defined as the area south of the 1-5
Freeway, west of Newport Avenue, and east of Williams Street. The predominately multi-
family neighborhood was built in the 1960s, with minimal off-street parking that has
resulted in a high demand for on -street parking. The study data included the following
data:
• Quantitative Data: Parking availability counts were collected during key times of
day over two separate weeks in August and September of 2025; and
• Qualitative Data: Community member experience relative to parking in the study
area was obtained through one-on-one interviews, online surveys, and public
workshops conducted in English and Spanish.
Using the study data, City staff and Dixon prepared recommended strategies that
included the use of enhanced parking enforcement, parking tools and programs, and
parking technology that staff believes can improve upon existing parking conditions. A
complete discussion on the study's findings and recommended policies is provided in the
April 28, 2026 Planning Commission staff report (Attachment 1). The full technical study
and discussion of individual policy choices is provided in the Southwest Tustin Residential
Parking Policy Recommendations (Attachment 2).
Planning Commission Discussion
On April 28, 2026, staff presented the study findings and recommendations to the
Planning Commission. The item was informational only, and the Commission did not take
any formal action.
The Commission acknowledged that the fundamental problem is supply and demand
based, and the recommendations proposed cannot fully address this imbalance.
Commissioners expressed some concerns that increasing citations or permit fees could
unfairly burden the neighborhood's working-class residents who park on the street out of
pure necessity, but was supportive of targeted enforcement aimed at vehicles that are
inoperable, abandoned, or persistently violating parking and traffic laws ("scofflaw"
vehicles). Because the City cannot create more curb space for purposes of street parking,
Commissioners advocated for making the long walks between parked cars and homes
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May 19, 2026
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safer and more comfortable through the recommended pedestrian -scale lighting.
Commissioners generally supported making it easier for apartment owners and nearby
commercial property owners to enter into private agreements to allow residents to park
in commercial lots overnight. Finally, they recognized the limited scope of the study
but shared their hope of exploring a more comprehensive approach to reduce
dependency on cars through multi -modal transportation planning in the future.
CONCLUSION:
Parking demand in Southwest Tustin exceeds the available supply. While the strategies
presented in this study cannot resolve that underlying imbalance, staff recommends
exploring the recommended strategies to incrementally improve day-to-day conditions
through enhanced enforcement, parking tools and programs, and parking technology use.
Alexa Smittle
Community Development Director
Jbrj. h,h"h
Jorge Maldonado
Senior Planner
Attachments:
Jay Eastman, AICP
Assistant Director - Planning
1. Planning Commission Staff Report, SW Tustin Parking Study, April 28, 2026
Meeting
2. Southwest Tustin Residential Parking Policy Recommendations
3. Community Outreach Summary
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ATTACHMENT 1
MEETING DATE
TO:
FROM:
SUBJECT:
AGENDA REPORT
APRIL 28, 2026
PLANNING COMMISSION
COMMUNITY DEVELOPMENT DEPARTMENT
ITEM #2
SOUTHWEST TUSTIN RESIDENTIAL PARKING STUDY
LOCATION: AREA GENERALLY BOUNDED BY NEWPORT AVENUE TO THE
EAST, INTERSTATE 5 (1-5) TO THE NORTH, MCFADDEN
AVENUE TO THE SOUTH, AND THE WESTERN CITY
BOUNDARY BEHIND WILLIAMS STREET TO THE WEST
ENVIRONMENTAL
STATUS: THIS ITEM IS NOT A "PROJECT" AS DEFINED BY CALIFORNIA
ENVIRONMENTAL QUALITY ACT GUIDELINES SECTION 15378
REQUEST: TO DISCUSS FINDINGS AND RECOMMENDATIONS FROM A
CITY INITIATED ON -STREET PARKING STUDY OF THE
SOUTHWEST TUSTIN NEIGHBORHOOD
RECOMMENDATION:
Recommend the Planning Commission receive and file this item.
APPROVAL AUTHORITY:
This is a receive and file item for Planning Commission's awareness. No action is
requested at this time.
BACKGROUND AND DISCUSSION:
The southwest area of Tustin is the densest residential neighborhood in the City and is
within the top one percent of census tracts in Orange County when ranked by population
density. The neighborhood is characterized by older multifamily housing, limited off-street
parking, narrow residential streets, and high vehicle -per -household ratios. Because parking
demand significantly exceeds supply in this area, residents and elected officials have long
raised concerns regarding severe daily parking congestion, abandoned and long-term
vehicle storage, "spot -saving" behaviors (such as using scooters to reserve an on -street
parking space), and safety issues related to long walks from parked vehicles to residences.
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April 28, 2026
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OE
N
Figure 1. Study Area Boundaries
Study Scope and Community En-ga-gement
On November 15, 2022, the City Council adopted the Residential Parking Action Plan
prepared by Dixon Resources Unlimited (Dixon). Building on this plan, the City continued
to engage with Dixon to conduct a data -driven study of the southwest Tustin area. The
study's scope of work included an enforcement staffing analysis, targeted community
outreach, and License Plate Recognition (LPR) data collection. The LPR data collection
took place over two weeks in the Summer and Fall of 2025, in order to map seasonal
occupancy. While public survey turnout was lower than desired, the feedback received
through bilingual surveys, stakeholder interviews, and public workshops was highly
consistent. Residents repeatedly cited frustration with abandoned vehicles, a lack of
enforcement, a desire to expand the permit program, and an influx of vehicles from
neighboring jurisdictions. Major themes identified via community outreach are further
described in Attachment 2.
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Key Findings
The data confirmed what staff and residents have observed: parking demand in Southwest
Tustin substantially exceeds available on -street supply, particularly on blocks without
permit parking restrictions.
• More cars than spaces. Data collection across two seven-day periods found non -
permitted streets consistently saturated, especially on weekends, while turnover
remains low (average stay just under four hours). Most apartments provide only one
assigned space per unit with little to no visitor parking, and some households
reported owning four or five vehicles. Residents described spending 15 to 30
minutes searching for a parking space and sometimes walking up to 25 minutes from
where they parked to their homes.
• Lack of enforcement. The City employs up to four part-time Parking Control
Officers (PCO) covering only 4:00 a.m to 11:00 a.m. citywide, and those positions
are not consistently filled. Recruitment and retention of PCOs in hindered by wages
($19/hour) that fall well below the regional market ($30-$40/hour in other cities),
combined with some overnight hours. LPR technology use is limited, and 1,740
scofflaw citations totaling $157,263 remained outstanding as of August 2025.
Limited enforcement capabilities have resulted in behaviors like red curb parking,
oversized vehicles, and 72-hour violations.
• Lack of knowledge and use of the permit program. Only 20 block faces within
Permit Districts 2 and 4 have completed the petition process. Permitted streets
remain underutilized, while adjacent non -permitted streets reach full saturation.
Outreach revealed that many residents are unaware of the petitioning process, and
do not realize apartment complexes are eligible to participate.
• Need for better communication. Permit program materials are available only in
English, despite a substantial Spanish-speaking population in Southwest Tustin. No
coordinated public education campaign currently accompanies enforcement, and
the shift from physical stickers to virtual permits has left residents uncertain about
how to identify legal parkers.
• Need for infrastructure improvements. Faded or missing curb striping contributes
to vehicles parking outside marked spaces and blocking driveways. Painted "T" and
"L" markings have proven effective when installed, but are absent on high -demand
streets like Nisson Road. Inadequate lighting raises safety concerns for residents
walking to and from their vehicles at night.
LPR data collection performed as a part of this study confirmed that on -street occupancy
on blocks not participating in the permit parking program consistently reached saturation
levels above 85 percent, and frequently approached 100 percent. In contrast, the single-
family blocks currently posted with permit parking restrictions averaged approximately 45
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April 28, 2026
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percent occupancy. Antidotally it is assumed that the parking permit restrictions
successfully lower the number of vehicles parking in the single-family neighborhood;
however implementing a permit parking program in the larger southwest parking area is not
expected to free up as much parking, as it is an apartment -heavy area with a much higher
density of residents, and properties with limited on -site parking, which generates a much
higher demand for on -street parking.
Parking turnover was low across the study area, with an average stay of just under four
hours. Occupancy data collected during evening and early -morning hours showed
consistently high usage on streets that are not permit restricted, suggesting sustained
overnight demand.
The study also confirmed significant enforcement gaps. Dixon estimates that roughly only
one in three violations are being caught due to limited part-time staffing. Additionally, as
noted previously, there were outstanding scofflaw citations totaled $157,263 in value in
August 2025, with no active vehicle immobilization or impound program in place.
Figure 2a. Parking District 2 — Lorelei Lane
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Figure 2b. Parking District 4 — Myrtle Avenue
Recommendations and Staff Analysis
Based on data analysis and stakeholder input, Dixon developed 28 policy strategies
spanning enforcement, permitting, parking infrastructure, parking policy, and alternative
transportation. The consultant's full analysis is provided in the Southwest Tustin Residential
Parking Policy Recommendations Report (Attachment 1).
Staff has organized Dixon's strategies into four thematic categories (Enforcement, Tools,
Programs, and Technology) and evaluated each. Staff recommends that the City Council
direct staff to move forward with approximately half of the potential strategies, and that the
remaining be waited on or modified. As a part of staff's evaluation, consideration was given
to both the characteristics of the neighborhood, as well as the City's overall parking policies
and tools. Practical solutions were prioritized; however, staff also acknowledges that no
policy or tool can eliminate the problem. The categories and staff positions are summarized
on Page 6.
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ENFORCEMENT
Strategy
Description
Staff Position
Outsource
Retain a third -party contractor to provide
enforcement
trained enforcement personnel with
Recommended
(Strategy 1 a)
competitive wages, scalable coverage, and
reduced administrative burden.
Hire additional
enforcement
Hire additional in-house Parking Control
personnel and
Officers (PCOs) to strengthen coverage and
Not at this time
adjust PCO
evaluate an increase in hourly wages to align
wages (Strategy
with regional market.
1 b)
Designate a
Parking
Create a centralized position to oversee
Coordinator
enforcement coordination, permit
Not at this tip,...
(Strategy 18)
administration, and policy.
Staff recommends outsourcing parking enforcement, as it is the foundational condition for
the program's success. The City's current in-house operation is comprised of part-time
employees. This position is traditionally very difficult to hire due to the overnight hours
associated with the permit parking program, and research shows a below average hourly
rate. A contracted provider would be better positioned to scale coverage and manage the
administrative and operational workload.
TOOLS
StrategyDescription
Staff Position
Promote and
expand the
Conduct proactive outreach to encourage
parking permit
additional blocks to petition into the
Recommended
program
permit program.
(Strategy 2)
Adjust permit
enforcement
Evaluate extending permit hours beyond
Recommended
hours (Strategy
2-6 a.m. to align with peak demand.
3)
Restrict
oversized
Consider a Tustin City Code (TCC)
vehicles
amendment to better define and limit
Recommended
(Strategy 9a)
oversized vehicle parking.
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Install oversized
Post signage at major entry points and
vehicle signage
areas of frequent complaints consistent
Recommended
(Strategy 9b)
with the TCC.
Expand parking
Continue installing "T" and "L" markings
space markings
for efficient use of space.
Recommended
(Strategy 5)
Delineate
motorcycle
Designate "end cap" curb areas for
parking
motorcycle -only parking for space
Recommended
(Strategy 6)
efficiency.
Install additional
Improve lighting to help address safety
street lighting
Recommended
(Strategy 8)
concerns.
Curb painting
and
Maintain legible curb markings to support
Recommended
maintenance
enforcement.
(Strategy 7)
Spanish-
language permit
Translate program materials to improve
equitable access to the Parking Permit
Recommended
resources
Program.
(Strategy 4)
Modified
Impound
Supported in concept.
scofflaw
Proactively immobilize and impound
Implementation pending
vehicles
vehicles with multiple unpaid citations.
legal review of
(Strategy 14)
administrative procedures
and criteria.
Modified
Possible secondary step
Increase
Adjust parking fines (currently $51 for
after enforcement
parking fines
most violations) to align with neighboring
capacity is in place.
(Strategy 15)
cities ($57—$78 range).
Higher fines without
consistent enforcement
unlikely to change
behavior.
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Modified
Staff recommends
Implement time-
Introduce a time limit shorter than 72
evaluating a 48-hour limit
limited parking
hours on low -turnover blocks to improve
rather than the 24 hours
(Strategy 17)
curb availability.
proposed. A 48-hour limit
improves turnover while
reducing the burden on
residents.
Household
permit
Cap the number of parking permits issued
per household to distribute curb access
Not at this time
maximum
(Strategy 19)
more equitably.
The nine supported tools are relatively low-cost, high -visibility actions that respond directly
to on -the -ground realities and can begin improving conditions in the near term. The modified
items share a common thread: each depends on enforcement capacity being in place first.
Scofflaw impounds require legal groundwork regarding due process and officers to execute;
fine increases are ineffective without the enforcement presence to issue citations
consistently; and time limits require signage and regular patrols to be meaningful. Regarding
time limits, staff prefers evaluating a 48-hour limit rather than the proposed 24-hour limit, in
order to balance turnover with resident convenience. Finally, staff does not recommend a
household permit maximum at this time, as it would likely discourage broader neighborhood
participation and present significant challenges to larger households with multiple vehicles.
PROGRAMS
Strategy
Description
Staff Position
Education
campaign
Launch a coordinated public information effort
Recommended
(Strategy 10)
in advance of any enforcement ramp -up.
Shared parking
Amend the zoning code to create a clear
agreements
process for private shared parking agreements
Recommended
(Strategy 11)
between commercial lot owners and multifamily
properties.
Ongoing data
collection
Establish a regular monitoring program using
Recommended
(Strategy 13)
LPR data and an 85% occupancy target.
Low-income
permits
Create a reduced -cost permit option tied to
Recommended
(Strategy 12)
existing City or regional assistance programs.
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April 28, 2026
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Overnight
parking
Implement an area -wide overnight parking
restriction
restriction requiring all residents to obtain
Not at this time
(Strategy 20)
permits.
Car sharing
Partner with car -sharing providers to reduce
Not at this time
(Strategy 21)
vehicle ownership.
Bike sharing
Install bike -share docking stations to support
(Strategy 22)
first/last-mile transit connections (getting
Not at this time
between bus stops and front doors).
Mobility wallet
Provide eligible residents with a flexible
(Strategy 23)
transportation stipend usable across transit,
Not at this time
rideshare, and bike -share.
Rideshare
Create incentives for residents and visitors to
program
use rideshare services into and out of
Not at this time
(Strategy 24)
Southwest Tustin.
Staff recommends moving forward with educational campaigns, offering low-income permits
to ensure equitable access, and exploring creation of a process by which to allow for shared
parking agreements between private parties (some of which are believed to be already
occurring on commercial lots in an informal capacity). Under the existing TCC, shared
parking agreements require a parking study and conditional use permit. Staff would be
looking to lower the administrative barrier to these agreements to facilitate overnight parking
for this unique circumstance in the southwest neighborhood.
Conversely, staff does not recommend a blanket overnight parking restriction, as it
represents a substantive policy shift without deeper community equity analysis and
engagement. Furthermore, staff does not recommend the remaining strategies at this time
(car sharing, bike sharing, mobility wallet, and rideshare) which require external partnerships,
dedicated funding sources, and infrastructure that do not currently exist. These strategies
present longer -term actions to reduce car dependence, but are better suited to a broader
citywide transportation program, rather than a near -term parking management plan.
TECHNOLOGY
tstrategy�- • • • •
Modified
Expand LPR use Activate the City's LPR-equipped vehicles City may consider this at a
(Strategy 16) for the entirety of enforcement shifts later date in partnership
rather than the current two-hour window. with an outsourced
enforcement vendor.
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In general, staff supports the use of technology for the purposes of implementing policies
and programs, as well as tracking progress. Its implementation, however, is contingent on
resource costs and availability. An outsourced enforcement vendor may bring its own
proprietary systems; therefore, staff can address these items during the enforcement
procurement process rather than pursuing them as standalone initiatives.
Next Steps
Following the presentation to the Planning Commission, staff will present the report to the
City Council. Based on Council direction, specific implementation actions would be referred
to the responsible departments. If pursued, items that involve actions by the Planning
Commission, such as such as zoning code amendments, would return to the Planning
Commission and City Council pursuant to the standard legislative process.
CONCLUSION:
The Southwest Tustin Residential Parking Study confirms what City staff, residents, and
elected officials have long observed: on -street parking demand in this neighborhood
significantly exceeds supply, and the City's current operational capacity to manage it is
insufficient. The above -discussed recommendations address enforcement capacity
shortfalls and build a programmatic framework to administer an effective and sustainable
parking management program.
Staff recommends that the Planning Commission receive and file the report.
Prepared by:
Jbrj. h,h"h
Jorge Maldonado, Senior Planner
Approved by:
Alexa Smittle, Community Development Director
Attachment(s):
1. Southwest Tustin Residential Parking Policy Recommendations
2. Community Outreach Summary
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Southwest Tustin
Residential Parking Policy
Recommendations
Dixon Resources Unlimited &
Department of Community Development
April 21, 2026
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Table of Contents
Introduction..........................................................................................................................................2
Purpose.............................................................................................................................................2
Background......................................................................................................................................3
Review of 2022 Residential Parking Action Plan...........................................................................3
LegislativeContext...........................................................................................................................5
StakeholderEngagement...............................................................................................................6
On -Site Assessment.........................................................................................................................6
Data Collection and Parking Utilization Analysis..........................................................................7
Southwest Tustin Parking Policy Recommendations
........................................................................8
Enforcement and Compliance........................................................................................................8
Development and Use of Tools...................................................................................................
10
Development and Use of Programs............................................................................................
18
Potential Future Tools and Programs..............................................................................................
22
Appendices
Appendix A: Southwest Tustin Parking Utilization Data..............................A-1
Appendix B: Stakeholder Engagement Summary....................................A-2
Appendix C: Shared Parking Locations...................................................A-3
Appendix D: Shared Parking Agreement Template...................................A-4
Introduction
Purpose
The City of Tustin (City) engaged Dixon Resources Unlimited (DIXON) to evaluate parking
conditions, technologies, operations, and policies in the southwest area of Tustin to identify
opportunities for improved management and long-term program sustainability. The
engagement included on -site field reviews, coordination with City staff, and data collection
using License Plate Recognition (LPR) technology through the DIXON Data Suite° Rapid LPR
Tool to document parking utilization, turnover, and compliance. These efforts were supported
by stakeholder engagement activities and an operational review of enforcement staffing,
financial considerations, and current municipal policies influencing parking access and
program performance.
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This Southwest Tustin Residential Parking Policy Recommendations Report (Report)
consolidates findings from those efforts and presents focused municipal code updates and
policy recommendations to guide the City's parking program. The recommendations are
supported by industry best practices, local data, and community input to create an equitable,
data -driven, and adaptable framework for managing parking demand in the southwest area of
Tustin. Although the analysis centers on Southwest Tustin, the principles and strategies
identified in this Report are designed to be scalable and applicable across the city.
The recommendations are rooted in industry best practices and parking management
strategies founded in technology, supply and demand management, future parking demand,
wayfinding, and transportation. The recommendations of this Report are designed with the
following parking management guiding principles in mind:
➢ Inclusivity: Develop an inclusive on -street parking approach to ensure equitable
access for all area residents.
➢ Balance: Strive for a balance between parking supply and demand to maximize
utilization of existing parking locations.
➢ Accessibility: Ensure solutions that are accessible to visitors and residents.
Later in the Report is an implementation checklist that divides the recommended actions into
two stages: near -term and mid-term.
Background
This Report utilizes an extensive review of existing background documentation. Findings are
based on an analysis of the following sources:
• Review of background materials, including:
o Residential Parking Study (2019) and the subsequent Residential Parking Action
Plan and Permit Policies
o Relevant parking and curbside policies
o Citation fine schedules
o Enforcement staffing schedule
o Citation data
o Permit data
o Technology vendor contracts
o Utilization of publicly available statistics and information
• An extensive on -site assessment of the current conditions
Review of 2022 Residential Parking Action Plan
The City of Tustin retained DIXON in October 2019 to conduct a citywide Residential Parking
Study (Study). The Study included a review of existing conditions, current parking policies, and
community outreach. The Study resulted in the development of the Residential Parking Action
Plan (Plan). The Tustin City Council adopted the Plan on November 15, 2022.
The recommendations from the Plan informed the development of the Tustin Preferential
Permit Parking (PPP) Program Policies and Procedures and the updated Parking Permit District
Maps.
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Table 1. 2022 Parking Action Plan Recommendations
0 Recommendation #1: Clarify the intent of the PPP program.
Q Recommendation #2: Expand PPP boundary requirements.
0 Recommendation #3: Revise PPP petitioning and occupancy study
guidelines.
Q Recommendation #4: Revise PPP program administrative policies.
0 Recommendation #5: Introduce an escalating rate structure.
Q Recommendation #6: Introduce a fee for PPP Program applications.
0 Recommendation #7: Implement mobile license plate recognition
(LPR) technology, and transition to virtually managed permits.
❑ Recommendation #8: Ongoing enforcement staffing adjustments
based on data.
❑ Recommendation #9: Adjust enforcement policies for permit parking
zones.
❑ Recommendation #10: Enhance program branding and marketing.
❑ Recommendation #11: Ongoing data collection and program
• - evaluation.
❑ Recommendation #12: Pursue shared parking agreements.
❑ Recommendation #13 : Promote and enhance transportation mode
• - alternatives.
❑ Recommendation #14: Improve street design elements.
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Legislative Context
Statewide legislation and guidance related to parking, and in particular, parking as it relates to
new housing production, has been evolving. Table 2 provides some context to frame the
importance of a feasible parking management program at the local level.
Table 2. State Legislation
AB 413 "Daylighting law": Starting January 1,
2025, it is illegal in California to park within 20
feet of the approach of any marked or
unmarked crosswalk, regardless of painted or
unpainted curbs.
AB 2097: Cities are prohibited from imposing
parking minimums within a '/2 mile of a major
transit stop. A major transit stop also includes
bus stations.'
California Government Code Section
65852.2: Local governments are required to
allow Accessory Dwelling Units (ADUs) in all
areas zoned for residential use. Parking
standards for ADUs may not require more than
one space per unit or per bedroom, whichever
number is lower, and the required space may
be accommodated through tandem parking
within an existing driveway.
Twenty feet is approximately the length of one
(1) parking space. AB 413 will reduce the total
number of on -street parking spaces available in
cities throughout California. These spaces could
alternatively be used for micromobility parking
or as loading spaces.
As transit service expands, restrictions on local
governments' ability to require parking
minimums for new developments may increase
demand for on -street parking.
As ADUs continue to expand the density of
housing, parking demand will grow and supply
will become additionally strained. To help
accommodate the expansion of ADUs in San
Fernando, the maximum number of residential
parking permits is assigned by parcel rather
than by address, since ADUs in San Fernando
are issued separate addresses.
'Public Resources Code Section 21064.3: "Major transit stop" means a site containing any of the
following: (a) An existing rail or bus rapid transit station. (b) A ferry terminal served by either a bus or rail
transit service. (c) The intersection of two or more major bus routes with a frequency of service interval
of 20 minutes or less during the morning and afternoon peak commute periods.
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Stakeholder Engagement
The City held two community meetings - one in person and one virtually - between September
2025 and December 2025 to solicit feedback from community members regarding their
parking experience in Southwest Tustin. Additionally, the City facilitated introductions for
DIXON to conduct individual conversations with select stakeholders regarding the Southwest
Tustin parking program. Between August and October 2025, DIXON contacted 36
stakeholders and held individual discussions with 18 of them to understand local parking
challenges better. Stakeholders included apartment managers, school district staff,
homeowners' associations (HOAs), and engaged residents. In addition, the City published an
online survey to understand residents' experiences with parking in Southwest Tustin. The
survey was provided in both English and Spanish and received a total of 31 responses.
Stakeholder input helped to inform the recommendations provided in this Report, and the
Stakeholder Engagement Summary (Appendix B) describes the results and key themes from
the community outreach efforts.
On -Site Assessment
On August 19, 2025, DIXON conducted a site visit to assess parking challenges in the
southwest area of Tustin and meet with key staff from the Police, Public Works, and Community
Development departments. These meetings helped DIXON gain a deeper understanding of
how parking is currently managed and explore opportunities for future enhancements.
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Data Collection and Parking Utilization Analysis
E Main 51
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Parking data was collected over two seven-day periods, from August 2-15, 2025, and
September 14-20, 2025, to capture seasonal differences between the summer and fall months.
The findings show that non -permitted streets experience consistently high occupancy, often
reaching full saturation on weekends. In contrast, permitted streets remain underutilized, even
during peak times. Overall occupancy was slightly lower during the summer period, likely
reflecting seasonal travel and reduced local activitywhen schools were not in session (the Tustin
Unified School District's first day of school was August 13, 2025).
Daily occupancy patterns revealed sustained high demand along non -permitted streets
throughout the day, with occasional dips below 85%. Permitted blocks exhibited slight
increases in occupancy on weekends but remained largely available.
Parking turnover was low, with many vehicles parked for extended periods. Many vehicles were
observed parked for most of the day, limiting turnover and reducing availability. For more
information, refer to Appendix A.
Apri 1 21, 2026 7
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Southwest Tustin Parking Policy
Recommendations
As expected, findings from background research, data collection, on -site observations, and
stakeholder input clearly demonstrated that parking demand in Southwest Tustin significantly
exceeds available supply, particularly on non -permitted block faces. The dense housing in
Southwest Tustin means the number of vehicles often exceeds the combination of on -site
parking and legal on -street parking space supply, creating consistent overcrowding and
competition for available spots. Additionally, some stakeholders reported an influx of vehicles
from the adjacent jurisdiction, intensifying the strain on Southwest Tustin's already limited
parking supply.
The following section outlines strategies designed to enhance Southwest Tustin's parking
management ecosystem. These strategies focus on improving efficiency, convenience,
compliance, communication, traffic flow, parking demand, and parking supply needs.
Collectively, they provide a framework to support Southwest Tustin's parking needs while
leveraging industry best practices.
Although this Report is based on data and findings specific to Southwest Tustin, the strategies
and recommendations it presents are designed to be adaptable for use citywide.
Enforcement and Compliance
On -site observations and data collection in the Southwest Tustin area illuminated several
instances of illegal parking and problematic parking patterns that lead to congestion and
public safety concerns. Parking behaviors frequently occurring in Southwest Tustin include the
following:
• Residents use motorcycles, scooters, trash cans, and other items to obstruct parking
spaces near their homes, to "save" parking spots for themselves or family members and
guests.
• In residential areas, concerns have been raised by residents about illegally parked
vehicles, which protrude into streets, block driveways, and obstruct sidewalks, including
disabled access ramps.
• Vehicles can be found parked at red curbs due to lack of parking supply. Red curbs
indicate areas where stopping, standing, or parking is prohibited, typically to ensure
safety and access for emergency vehicles or maintain visibility near intersections.
Parking at a red curb is illegal under state and local traffic laws.
• Drivers are parking in illegal spaces, such as at the end of dead-end streets, rather than
along the curb, which limits available turnaround space.
• Some oversized vehicles, such as camper vans and recreational vehicles, are parked for
extended periods and are also used for habitation. A vehicle is considered oversized if
it is at least 24 feet long, 7 feet high, or 8 feet wide.
• Some vehicles are parked on the street in Tustin for extended periods, exceeding the
72-hour limit defined in the California Vehicle Code, Section 22651, and the City of
Tustin's 72-Hour Parking Ordinance.
April 21, 2026 8
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While the recommendations in this section of the report are based on findings from Southwest
Tustin, they intend to enhance parking enforcement practices and resources across the entire
city.
Strategy 1: Increase Enforcement
Effective parking management depends on consistent enforcement to maintain compliance. In
Tustin, limited citywide enforcement resources make it difficult to provide regular coverage,
especially in Southwest Tustin, where high residential density keeps curb space in constant
demand. Residents and stakeholders stressed the importance of stronger enforcement for
abandoned vehicle removal, permit parking rules, and street sweeping compliance. Without
regular enforcement, illegally parked vehicles occupy valuable curb space and create safety
risks by blocking visibility and emergency access.
As of December 2025, the City of Tustin employs up to 4 part-time parking control officers and
1 cadet assigned to the Traffic Unit. Their hours are 4:00 a.m. to 1 1:00 a.m. Monday through
Sunday. The number of part-time employees varies throughout the year. The five part-time
positions have consistently not been filled at the same time. Other civilian employees and
overtime shifts cover the citywide shortages of weekly enforcement. While one option would
be to seek to hire additional staff and consider compensation adjustments to make the
positions more desirable, City staff is recommending outsourcing traffic enforcement.
Outsourcing parking enforcement can be a cost-effective and sustainable alternative to in-
house staffing and offer a more cost-effective approach to achieving consistent and effective
parking enforcement. This approach is consistent with regional practices, as the City of Orange
recently issued a procurementfor parking enforcement, and nearby cities, including Santa Ana
and Newport Beach, currently utilize contracted enforcement services. Contracting
enforcement services can help ensure competitive wages, reduce employee turnover, and
maintain consistent quality service without the administrative burden of managing full-time
staff. Outsourcing allows the City to scale staffing levels based on demand while benefiting
from specialized expertise, advanced technology, and operational efficiencies that improve
enforcement effectiveness and program compliance. Additionally, shifting enforcement
responsibilities to a contractor would ease management demands on the Police Department.
In the Municipal Code, Sec. 5333 D and 5334 D allow for any designee of the Police Chief to
enforce parking violations. The City should expand this definition to include agents and
contractors. This enables the City to engage with contracted enforcement support.
Timeline: Near -term
Implementation Steps:
❑ Assess current enforcement capacity and determine the number of personnel required
for effective coverage.
❑ Procure contracted parking enforcement services based on experience, cost,
technology integration, and performance metrics.
❑ Present recommendations and contract terms to the City Council for approval.
❑ Oversee transition or integration of contracted enforcement staff, ensuring consistency
with City policies.
April 21, 2026 9
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Development and Use of Tools
Strategy 2: Promote and expand the PPP program
The study area of Southwest Tustin encompasses permit districts 2 and 4; however, only the
neighborhood streets highlighted in Figure 3 have completed the formal petition and approval
process for the PPP program. As a result, only residents living on these approved blocks are
eligible to obtain parking permits. Therefore, both districts have a total of only 20 permitted
block faces, illustrating that the vast majority of the Study Area does not participate in the PPP
Figure 2. Permit Districts
program.
Figure 3. StudyArea with Permitted Blocks
Occupancy data in Appendix A and Figure 4 show extremely high on -street occupancy on non -
permitted blocks and relatively low occupancy on permitted blocks. Expanding the permit
program would help create a more balanced distribution of parking demand between
permitted and non -permitted blocks within the permit district and provide residents with
access to frequently available curb space within their permit district.
Additionally, comments from stakeholder engagement (Appendix B) indicate that residents are
experiencing increased spillover parking from vehicles originating in Santa Ana on blocks
without permit restrictions. However, because we cannot validate license plates with registered
addresses, evidence of spillover
cannot be confirmed. Expanding
permit parking can help prevent
vehicles from neighboring
_ jurisdictions from parking in
Southwest Tustin, thereby
increasing curb availability for
85% '° \
70-85%
• <5D% 4
. No Data
Figure 4. Study Area Occupancy Data
residents.
April 21, 2026 10
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During various community engagement efforts, many residents expressed interest in
implementing permit parking on currently non -permitted blocks. However, outreach efforts
also revealed that many community members are unaware of the permit petitioning process
and that apartment complexes are eligible and encouraged to petition into the program.
To support the continued growth of the PPP program, the City should maintain the existing
petitioning guidelineS2 while taking a more proactive approach to promoting them. The City
should clearly communicate that adjacent blocks may petition to join an existing PPP area,
while non -adjacent blocks are encouraged to coordinate with neighboring streets to submit a
collective petition. Outreach should explicitly include multi -family housing and apartment
complexes, emphasizing that these properties are eligible and encouraged to participate. This
approach will promote equitable access and help ensure consistent parking management
across all housing types. This equity consideration is consistent with the 2016 Attorney
General's Opinion No. 14-304, which emphasizes that
Figure 5. Informational Permit Flyer permit parking should be accessible to all households
43
+;- within a residential parking permit zone.
NAPA
Increasing awareness and engagement will encourage
broader participation in the PPP program, allowing more
blocks to join, and improving parking access, turnover,
and availability in Southwest Tustin.
To further expand the PPP program, the City should
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neighborhoods to organize effectively and take a
community -driven approach to establishing new permit parking areas.
Timeline: Near -term
Implementation Steps:
❑ Update the City's website and social media platforms with clear information on the PPP
program, including eligibility, petitioning steps, and program benefits.
2 Currently, to request anew preferential permit parking area that is not adjacent to an existing permitted
area, petitioners must gather signatures from at least four contiguous streets or a multi -family complex
with street frontage, with support from 65 percent or more of households. For new permit areas adjacent
to an existing permitted zone, petitioners need only gather signatures from the petitioned area
representing at least 65 percent of households.
3 2016 Attorney General's Opinion No. 14-304 states that local authorities may generally establish
resident -only parking programs but may not distinguish among residents based on the type of dwelling
in which they live.
April 21, 2026 11
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❑ Develop outreach materials (flyers, FAQs, and infographics) to distribute at community
meetings, apartment complexes, and neighborhood associations.
❑ Emphasize that adjacent blocks may petition into existing PPP areas and that non-
adjacent blocks are encouraged to coordinate petitions collectively.
❑ Ensure multi -family and apartment complexes are included in outreach and
encouraged to participate.
❑ Conduct proactive community engagement through neighborhood workshops and
bilingual outreach campaigns.
❑ Track and report on new petitions, participation rates, and geographic expansion of PPP
areas annually.
❑ Evaluate and update petitioning guidelines as participation grows to maintain equity
and consistency.
Strategy 3: Evaluate external impacts and operating times
In tandem with an expansion of the permit parking program, the City should consider adjusting
the operating hours of permitted streets in permit districts 2 and 4 to
mitigate spillover from neighboring jurisdictions or adjacent
neighborhoods within Tustin. Based on stakeholder engagement,
residents are experiencing an influx of vehicles from Santa Ana
parking in Southwest Tustin. Considering this feedback, with
expansion of the permit program, the City should consider adjusting
permit operating hours in Southwest Tustin during periods of
exceptionally high occupancy to mitigate external impacts from
adjacent jurisdictions.
Currently, permit parking regulations apply daily between 2:00 a.m.
and 6:00 a.m. on streets with permit parking. Occupancy in Southwest
Tustin was highest at 6 p.m., 9 p.m., and 5 a.m. (see Appendix A for
detailed occupancy data). Because peak demand occurs during the
evening and early morning hours, the City may consider adjusting
Figure 6. Tustin Permit permit operating hours to better align with these periods. High
Operating Hours Sign
nighttime and early -morning occupancy, when visitor activity is
typically low, indicates that demand is driven primarily by overnight parking from residents and
vehicles from adjacent neighborhoods and neighboring jurisdictions, ratherthan by short-term
visits. In combination with the recommendation to expand the permit program in Permit
Districts 2 and 4, extending permit operating hours into the evening would help discourage
overnight parking spillover from surrounding areas and better protect residential curb space.
The City should consider adjusting the operating hours of the permit parking program in
permit districts 2 and 4 only after increasing parking enforcement and evaluating whether
those changes result in improved parking availability under the current operating hours. If
enhanced enforcement alone does not adequately reduce parking demand or external
impacts on parking supply in Southwest Tustin, then modifying permit operating hours may be
warranted as a next step. This phased approach ensures that changes are data -driven and
responsive to actual conditions rather than implemented prematurely.
April 21, 2026 12
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To allow for flexibility in program operating hours, throughout the Tustin Municipal Code, the
City should revise language regarding specifictime limits (such as for loading zones), operating
hours, and days of operation to refer to posted regulations. Clauses of note that require
adjustment include:
• Sec. 5332(b), which defines which curb marking indicates parking regulations from
7 a.m. to 6 p.m.
• Sec. 5331(n), which sets permit parking to apply between 2 a.m. and 6 a.m., seven
days a week.
By doing so, the City will be able to adjust program regulations without requiring a formal
Municipal Code update.
Timeline: Mid-term
Implementation Steps:
❑ Review occupancy data in Permit Districts 2 and 4 to identify peak -demand periods and
external impacts (school hours, nearby businesses, or adjacent jurisdictions).
❑ Adjust permit district operating hours to better align with observed high -demand
periods.
❑ Monitor changes in occupancy after schedule adjustments to ensure improvements in
availability.
Strategy 4: Consider creating Spanish permit resources
The Permit Parking Program Criteria is currently available on the City's website in English.
However, given the large number of Spanish speakers in Southwest Tustin, the City should also
make this resource available in Spanish. Additionally, the City should consider creating
informational graphics and instructional videos in Spanish that explain the application process
and the benefits of the permit program. Providing the information in both languages would
make the program more accessible, encourage greater participation, and demonstrate the
City's commitment to inclusivity and equitable community engagement.
Timeline: Near -term
Implementation Steps:
❑ Review existing documents
❑ Translate and publish Permit Parking Program Criteria documents
April 21, 2026 13
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Strategy 5: Expand the installation of parking space markings
Stakeholders have noted that the City's recent effort to install parking space markings with "Ts"
and "Ls" painted on the street has been successful in improving driver behavior and preventing
overcrowding, particularly along residential streets near driveways and intersections. However,
streets without these markings, such as Nisson
Road, are still experiencing parking congestion
due to the lack of regulated parking spaces.
The City reported that parking space markings
cost approximately $2 per linear foot and,
typically needs to be repainted every 12 to 24 92Ek
months. The City should continue to maintain
existing "T" and 'U parking space markings
and expand this program to remaining streets, Figure 7. Parking Space Markings
including Nisson Road, to improve compliance, reduce congestion, and create a more orderly
parking environment. The City should prioritize expanding parking space markings on streets
with 85% or higher occupancy to help reduce congestion and prevent overcrowding.
Timeline: Near -term
Implementation Steps:
❑ Coordinate with the City's Traffic Engineerto identify residential and commercial streets
in need of new or refreshed parking stall markings.
❑ Prioritize streets based on parking demand and turnover issues.
❑ Develop a phased implementation schedule for striping work.
❑ Monitor public feedback and adjust marking plans as needed.
Strategy 6: Delineated Motorcycle Parking
In Southwest Tustin, some residents use motorcycles and scooters to hold parking spaces in
front of their homes, then move the motorcycles once their personal vehicles return in the
evening. This prevents the curb from being used by other residents and visitors, heightening
overall anxiety and scarcity around parking.
April 21, 2026 14
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The City should establish designated
-- - - "end cap" areas or specific curb
sections reserved exclusively for
motorcycle parking, clearly identified
with pavement markings or striping.
Doing so would require a municipal
code that prohibits motorcycles from
parking in on -street vehicle parking
spaces when designated motorcycle
spaces are available, effectively
preventing motorcycles from being
G y.
- = used to reserve or hold parking spaces.
- - - By designating specific motorcycle
zones, particularly in irregular or
underused curb spaces such as
between driveways or at the ends of
Figure 8. Example of5pot5aving blocks, the City can prevent
motorcycles from taking up valuable
parking spots while making better use of narrow areas that cannot accommodate full-sized
vehicles. This strategy would improve curb utilization, reduce space -saving behavior, and
promote a more orderly parking environment. This strategy would require consistent
enforcement to prevent space -saving behavior and to ensure motorcycle parking areas are
used as intended. To support enforcement and consistency, the City should post appropriate
signage at the entrances to the neighborhoods requiring motorcycles to park in designated
spaces.
To implement this strategy, the City should consider adding a clause to the Municipal Code
that states motorcycles are only permitted to be parked in on -street parking areas designated
as motorcycle parking. This would involve the following:
• A clause memorializing that motorcycles are only permitted to be parked in on -street
parking areas designated as motorcycle parking, which are subject to residential
parking requirements. It shall be unlawful for the owner or operator of a motorcycle to
park a motorcycle in a residential parking space not designated as motorcycle parking.
• A clause establishing that motorcycles are defined as they are in California Vehicle Code
Section 400 and include motor vehicles having a seat or saddle for the use of the rider,
designed to travel on not more than three wheels in contact with the ground.
• A clause establishing that any person who violates this section shall be subject to a fine
in accordance with the fee schedule published by the City.
Timeline: Near -term
Implementation Steps:
❑ Work with City Engineers to design dedicated motorcycle parking zones in
underutilized curb areas and block ends.
❑ Stripe and sign designated motorcycle parking spaces for visibility and enforcement
clarity.
April 21, 2026 15
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❑ Draft a municipal code amendment specifying that motorcycles must park only in
designated zones.
❑ Present the ordinance to the City Council for approval and update the City's parking
maps accordingly.
Strategy 7: Ensure proper curb painting and maintenance
In Southwest Tustin, the City should be sure to implement routine curb maintenance and
inspection. Poorly maintained curbs and faded or outdated paint create confusion for drivers,
weaken the City's ability to enforce parking regulations, and undermine compliance. Unclear
or deteriorating parking infrastructure can signal a lack of enforcement and encourages
noncompliance. Routine curb painting and upkeep ensure that parking restrictions are clearly
communicated and defensible. This effort should be coordinated with timely updates to the
City's GIS and curb inventory, so enforcement staff and the public have accurate, consistent
information on curb regulations. Curb maintenance must also be implemented in alignment
with daylighting requirements to support visibility and pedestrian safety at intersections.
Timeline: Near -term
Implementation Steps:
❑ Coordinate with the City's Traffic Engineer and Public Works Department to assess
existing curb conditions
❑ Repaint faded curbs to align with parking regulations
❑ Update GIS inventory to reflect curb markings.
❑ Conduct routine inspections and repainting
Strategy 8: Install additional street lighting
During community engagement, residents reported difficulty finding parking during late
evening hours, often needing to park several blocks from their homes. They also noted that the
southern portion of Newport Avenue lacks sufficient street lighting, making walks to and from
parked vehicles feel unsafe and inconvenient at night. The City should consider increasing
street lighting in residential areas, particularly along Newport Avenue. Improved lighting would
enhance visibility, promote a greater sense of safety and comfort, and encourage residents to
use available parking spaces during evening hours and in less -trafficked areas.
The City provided cost guidance for additional street lighting, noting that using existing Edison
utility poles is the most cost-effective option, at approximately $3,000 per light with modest
ongoing monthly costs. Installing new concrete poles is significantly more expensive, at roughly
$15,000 per light. However, the City indicated these costs may be covered through the Street
Light Fund. To implement this strategy, the City should conduct a lighting needs assessment
and evaluate associated costs.
Timeline: Near -term
Implementation Steps:
❑ Coordinate with the City's Traffic Engineer and Public Works Department to identify
areas with limited lighting, focusing on residential streets and Newport Avenue.
April 21, 2026 16
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❑ Conduct a lighting needs assessment to determine optimal fixture types and
placement.
❑ Prepare cost estimates and identify funding sources or grants.
❑ Install lighting and evaluate improvements in visibility and safety post -installation.
Strategy 9: Consider an oversized vehicle restriction
Oversized vehicles such as camper vans and recreational vehicles are frequently parked for
extended periods throughout the Study Area (Figure 9). During data collection, the DIXON
team noted multiple oversized vehicles on residential streets. Through various stakeholder
engagement efforts, residents expressed frustration
with oversized vehicles. These large vehicles often Figure 9. Oversized Vehicle
occupy multiple parking spaces or extend beyond
marked stalls, reducing the overall parking supply. They
can also block signage and sightlines, creating visibility
and safety concerns for drivers, bicyclists, and
pedestrians.
Section 5330(j) of the Tustin Municipal Code prohibits
the storage of any vehicle measuring 80 inches or more
in width on a public street or dedicated alley for longer
than 72 hours. The City should consider expanding this
definition to include designated height and length
thresholds in order to more comprehensively address
oversized vehicles. In comparable cities, vehicles are
typically classified as oversized if they are at least 24 feet in length, 7 feet in height, or 8 feet in
width.
Because oversized vehicles often occupy the equivalent of two or more standard parking
spaces, restricting their parking on public streets can meaningfully increase curbside parking
availability. While the overall impact depends on the number of oversized vehicles present and
the consistency of enforcement, neighboring cities such as Garden Grove and Anaheim have
successfully used oversized vehicle ordinances to reduce the number of large vehicles
occupying curb space. In conjunction with an updated ordinance, the use of marked parking
stalls can further deter oversized vehicles from parking in residential areas.
Timeline: Near -term
Implementation Steps:
❑ Draft an ordinance prohibiting oversized vehicle parking in residential areas beyond
designated time limits.
❑ Coordinate with City Engineers to identify potential oversized -vehicle parking zones, if
necessary.
❑ Present the draft ordinance to the City Council for adoption.
❑ Publicize the ordinance and enforcement timeline through community outreach and
City communications.
April 21, 2026 17
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Development and Use of Programs
Strategy 10: Community Education
Figure 10. Educational Flyer
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Timeline: Near -term and ongoing
Implementation Steps:
The City should increase community education and
awareness of all parking restrictions, programs, and
tools. In particular, if changes are to be made, the City
should work in partnership with community
stakeholders and a coordinated public education
campaign to ensure public awareness and
compliance. An education campaign is a coordinated
effort by the City to inform the public about parking
rules, enforcement practices, and the consequences of
violating these rules. Education campaigns utilize
warning notices and reminder notices in permit
renewal emails to notify residents of violations. In
doing so, the City will improve public perception
surrounding enforcement and deter noncompliance.
In addition, relevant signage should be installed within
the Southwest community for broader understanding
and reminders regarding enforcement.
❑ Promote parking regulations and enforcement FAQs on the City's website and social
media platforms.
❑ Create informational handouts and digital materials explaining 72-hour violations,
prohibition of storing dilapidated vehicles on public streets, and other relevant
information.
❑ Include reminder and warning notices in permit renewal emails to encourage voluntary
compliance.
❑ Issue warning notices on vehicles to educate drivers before issuing citations.
❑ Conduct stakeholder outreach (HOA meetings, business associations, community
events) to inform the public about stricter enforcement policies.
❑ Track education campaign outcomes using citation data to measure changes in
compliance.
April 21, 2026 18
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Strategy 11: Facilitate shared parking agreements with commercial lot owners to
maximize use of existing parking assets.
To increase parking availability as Figure 11. Sample Shared Parking Agreement
demand grows, the City should SHAUD PARKtNG AGUMENT
amend the zoning code to establish Tnu9HARRII PARKING AGREEMENTc'Agee-0 i..mtemd irw kMef! llva 20-___by m,d
hr+weea _ pro.
a clear process through which and thr C{ty alNanPi
RKMALS
multifamily residential properties N'H8RB L4 punmunt to.rcl.nn. tA7 u5l5 and iA'.0.5LSdIhr Lund lkwelapmrol Cod .the CityofSen fhrlto.ptatifir
mt— wh.rh —t be met in a W, to u0— aLe +h.-d packing aprem 4 to.at..lj on -Ate pwkm?, requ+remen+..
can establish private shared parking
ti`rrW, THEREFORE. V. .r+n.tdeeattem of the r.eilala and muluni abltKattoa.+ar the purttrx a. he^rem rayrr.rod.
agreements with commercial ud lbe City dl;S hied. qw w allow.:
properties to serve resident parking L the" ha or the pmWrty Iwoled o+ aR=
to prnxdr !hr nwnn of lhr ae Ahon erpmpe.ty rrw-utrd qt ..U.needs. The City can facilitate lhiglltiothea.eur. Iwki-l(.acsr p�' n un BxhlbiI A to this
AXrremrat m property rr "IM al
discussions between commercial lot 1_1 Apphcnnt C7 Apjgi .I.
owners and property management A.— P.—I .: AA—ar Parrd A4
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companies to determine whether
parking spaces are available for use. +It�,rk. d,�rmtm�tt..nt�rn ��entt,tV A..U,t-p
.,n,e.:rvree en n, mt.nn the rlyn • . a e. w nee+ th.e .tundarde.
For example, under a shared parking
agreement (see Appendix D for a template agreement), a private property owner could allow
multifamily properties to use some or all of the lot's parking spaces outside of the property's
regular operating hours. The private lot could then make those spaces available to residents
through an overnight parking permit or pass program. These agreements would allow
underutilized parking spaces, such as private business lots outside their operating hours or
privately owned parcels, to be used by residents of Southwest Tustin. This approach would
reduce the costs of building new parking, improve convenience, optimize existing space, and
minimize the need for additional land dedicated to parking. Private property owners would
also benefit from added revenue, support for insurance and enforcement, and improved
signage. Agreements will be monitored and enforced by the private parties.
Shared parking agreements will play a pivotal role in increasing effective parking supply as
parking enforcement is strengthened and the preferential permit program expands. As
enforcement reduces illegal and long-term on -street parking and permit restrictions limit curb
access, demand for alternative parking options will increase. Shared parking agreements allow
residents, employees, and visitors to leverage underutilized off-street parking rather than
relying on on -street parking alone. For a list of potential shared parking locations, review
Appendix C and the following table:
Table 3.
Locations
15571 Williams Public school 83
16471 McFadden Ave Deli/market 35
16481 Main St Church 85
o Estimation based on Google Maps
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Timeline: Near -term
Implementation Steps:
❑ Reach out to local property owners to gauge interest in potential shared parking
agreements.
❑ Amend the zoning code to create a clear process for interested parties to follow.
❑ Facilitate communication between multifamily housing and interested property owners.
Strategy 12: Consider a low-income permit
Parking permits are structured on a tiered pricing system: the first permit per household costs
$25.00, with each additional permit increasing by $25.00. Permit fees are essential for creating
a cost -neutral parking permit program, as they help cover operational expenses. To ensure
affordability, a discounted permit rate can be offered to qualifying low-income residents. This
approach is consistent with the 2016 Attorney General's Opinion No. 14-3044, which
emphasizes that permit parking should be accessible to all households within a residential
parking permit zone.
To promote equity and encourage participation in the permit program, the City should
establish a reduced -cost permit option for qualifying low-income residents. Eligibility would be
based on proof of income relative to a set threshold and should align with existing City
programs, such as recreation fee waivers, or use established qualifications from other
programs, including free or reduced -price school lunches, rental assistance, or CARE/FERA
programs through Southern California Edison. In the City of Costa Mesa, qualifying low-income
residents are offered a discounted annual rate of $5 for the first permit purchased and $10 for
the second permit.
Timeline: Near -term
Implementation Steps:
❑ Define income eligibility criteria using existing City or regional standards (recreation fee
waiver or CARE/FERA programs).
❑ Develop a simple verification and application process for qualifying residents.
❑ Establish a reduced -cost or tiered permit fee structure based on household income.
❑ Coordinate with the City's Finance Department to assess budget impacts and identify
potential funding offsets.
❑ Promote the low-income permit option through community centers, affordable housing
providers, and local organizations.
❑ Track participation rates and program costs to evaluate effectiveness and sustainability.
42016 Attorney General's Opinion No. 14-304 states that local authorities may generally establish
resident -only parking programs but may not distinguish among residents based on the type of dwelling
in which they live.
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❑ Review and adjust eligibility and pricing criteria annually based on program
performance.
Strategy 13: Ongoing data collection
The City should regularly monitor parking demand through annual occupancy studies or by
using mobile LPR data collected during enforcement operations. In the parking industry, an
optimal target occupancy rate is typically 85 percent, which generally leaves one to two
available spaces per block face or within a desired parking area. Maintaining this level helps
reduce congestion caused by drivers circling in search of spaces and ensures that parking
resources are used efficiently.
Areas that consistently exceed the 85 percent threshold may appear fully occupied to the
public, leading to frustration and contributing to traffic congestion. Conversely, areas with
significantly lower occupancy may indicate underutilized resources. The overall goal is to
maintain an average occupancy rate near 85 percent while recognizing that demand will
naturally fluctuate during certain times of day.
City parking policies and permit adjustments should be guided by this 85 percent occupancy
benchmark, with allowances for special events and holidays. The City should consider adding
a clause to the Tustin Municipal Code that codifies data -driven decision -making by authorizing
the parking authority to adjust policies to meet a City -designated parking occupancy target,
which is recommended to be the industry occupancy target of 85 percent. This would involve
the following:
• A clause memorializing the intent of the City to establish a target occupancy rate of 85%
for all parking locations based on parking occupancy data.
• A clause establishing an acceptable range of hourly rates, daily rates, and hours of
operation. This clause should also specifythatthe appropriate position has the authority
to adjust these components within the ranges specified to achieve a target utilization
rate of 85 percent occupancy, based on parking occupancy and turnover data.
Timeline: Mid-term
Implementation Steps:
❑ Develop a standardized data collection schedule for annual or semiannual parking
occupancy studies.
❑ Leverage mobile LPR data from enforcement operations to supplement field occupancy
counts.
❑ Establish a citywide parking database to store and analyze utilization trends overtime.
❑ Identify areas that consistently exceed or fall below the 85% target occupancy rate.
❑ Use data findings to guide policy decisions, such as permit allocations, guest permit
limits, or enforcement hours.
❑ Publish annual parking utilization summaries to maintain transparency and inform the
public.
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❑ Coordinate with City IT and GIS staff to ensure accurate mapping and visualization of
parking demand.
Potential Future Tools and Programs
More tools and programs are available to support the City's parking programs, however, not
all are necessarily a good fit or ripe for introduction. The following tools and programs are
included here for general understanding but are not recommended for implementation at this
time.
Strategy 14: Actively immobilize and impound scofflaw violations
Residents reported that many vehicles parked in Southwest Tustin are abandoned, dilapidated,
or left on the street for extended periods. These abandoned and dilapidated vehicles occupy
valuable curbside and off-street spaces that could otherwise be used by residents, visitors, or
businesses. In addition to reducing available parking, such vehicles create public safety
concerns, obstruct roadways, and contribute to neighborhood blight. Under the California
Vehicle Code (CVC 22651) and Section 5330 of the Tustin Municipal Code, vehicles parked on
the street for more than 72 hours are in violation. Despite the City's enforcement efforts,
residents continue to report abandoned and dilapidated vehicles occupying curb space for
long periods. Currently, the City primarily addresses these violations through complaint -based
enforcement and the issuance of 72-hour citations. However, vehicles are not consistently
towed once cited, and many remain parked in the same location for extended periods,
resulting in a growing backlog of unresolved abandoned vehicle cases.
Many of the abandoned and dilapidated vehicles observed in Southwest Tustin also meet the
definition of "scofflaw" vehicles —vehicles with multiple unpaid parking citations that continue
to remain in violation. While the City issues citations for 72-hour violations, repeat offenders are
not actively immobilized or impounded due to staffing shortages, allowing vehicles to accrue
multiple citations without being removed from the public right-of-way. As of August 19, 2025,
there are 1,740 outstanding scofflaw citations citywide, totaling $157,263 in value, most of
which were issued in 2024 and 2025. The City should investigate the possibility of proactively
immobilizing and impounding vehicles with scofflaw violations to remove abandoned and
inoperative vehicles from valuable parking areas. Proactive towing would help increase curb
turnover, improve compliance, and enhance neighborhood safety. Comparable Orange
County municipalities, such as the City of Garden Grove, have successfully implemented
proactive towing programs to address similar challenges using specific warrants to ease
administrative burdens
If the City finds scofflaw impounding to be feasible, it should begin proactive enforcement.
Proactively impounding vehicles with scofflaw violations requires additional personnel beyond
existing resources. With sufficient staffing in place either through a vendor or other resources,
and further investigation into the feasibility of enforcement, the City would be able to
consistently identify, cite, and impound scofflaw vehicles rather than relying on reactive
enforcement. Additionally, the City could then consider reinvesting scofflaw revenue into
enforcement operations with the objective of creating a self-sustaining system that strengthens
compliance without straining the City's general fund.
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Timeline: Additional analysis needed, reconsider mid-term if warranted.
Implementation Steps:
❑ Research the feasibility and process of impounding vehicles under all relevant laws and
court findings.
❑ Establish procedures and criteria for identifying and towing scofflaw vehicles.
❑ Inform the public about the City's updated policy to impound scofflaw vehicles through
press releases, website updates, and educational flyers.
❑ Begin proactive towing operations and reinvest revenue from impounds into
enforcement staffing.
❑ Track towing data and revenue to assess program effectiveness and sustainability.
Strategy 15: Evaluate parking fines in comparison to neighboring cities
The majority of Tustin's parking fines are set at $51, while comparable parking violations in
Santa Ana typically result in fines that are more than $20 higher (Table 4). Because Tustin's fines
are set below those of surrounding cities, the City may be unintentionally incentivizing drivers
from nearby communities to park in Southwest Tustin because the perceived risk and cost of
receiving a citation is lower. Ensuring that parking fines are competitive and consistent with
neighboring cities can help discourage spillover parking and better manage limited curbside
parking resources. The City should also consider adjusting these fines annually based on the
Consumer Price Index (CPI) and reflecting those updates in the annual fee schedule. An
increase in parking fine amounts should be implemented in tandem with increased
enforcement resources to ensure that parking regulations are consistently applied and that
citation rates meaningfully influence parking behavior.
Table 4. Parkinci Fine
No Parking -
$51
$57
$65
$58
Permit Required
No Stopping -
$51
$78
$65
$58
Red Paint
No Parking -
$51
$75
$65
$58
Street Sweeping
Parking Over 72
$51
$76
$150
$58
Hours
To allow for flexibility in adjusting parking fine amounts, the City should revise language in the
Tustin Municipal Code regarding specific fine amounts to refer to posted regulations or fee
schedules. Doing so will allow the City to make adjustments to fine amounts without revising
the Tustin Municipal Code.
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From a timing perspective, an analysis of the City's parking fees would best align with
onboarding of a parking enforcement vendor. Depending on service needs citywide, an
increase in fees may help to offset the cost of service. The City should seek to leverage the
expertise of a selected vendor to help determine appropriate fine levels.
Timeline: Consider in conjunction with a parking enforcement vendor and/or if other
recommended activities do not yield any results.
Implementation Steps:
❑ In conjunction with a future parking enforcement vendor, consider logic and/or cost
offsetting options with fine increases
❑ Collect and compare parking fine schedules from neighboring cities
❑ Assess whetherTustin's fines align with regional market standards
❑ Determine fine adjustments needed to address disparities
❑ Implement adjusted fine rates and monitor citation activity
Strategy 16: Increase the usage of LPR resources
The Tustin Police Department can consider expansion of License Plate Recognition (LPR)
technology. Leveraging LPR can reduce demand on staffing resources by enabling fast,
accurate identification of vehicles that are not complying with posted regulations. Increasing
LPR deployment during all enforcement hours can also allow the City to collect valuable
parking utilization data, monitor vehicle turnover more effectively, and ensure consistent
enforcement.
Additionally, to streamline enforcement of 72-hour parking violations (or limits as adjusted in
the future), the City should use LPR to document and track vehicles over time. LPR allows
enforcement staff to efficiently identify vehicles that remain parked beyond the allowable
duration without relying on manual chalking or repeated visual checks. This approach improves
accuracy, reduces staff time in the field, and enables a more proactive and consistent
enforcement process.
The City can research ordinance language being used by public agencies utilizing LPR
resources for potential inclusion into the City's municipal code. Sections 5333, 5334, and others
may need to be amended to enable such operations. Like Strategy 15, an increase in LPR use
may be best paired with a parking enforcement vendor.
Timeline: Consider in conjunction with a parking enforcement vendor and/or if other
recommended activities do not yield any results.
Implementation Steps:
❑ In conjunction with a future parking enforcement vendor, consider increased use of
LPRs for enforcement.
❑ To the extent police staff will increase use of LPRs, and train staff on best practices for
capturing consistent and accurate LPR data.
❑ Establish a workflow for processing LPR data to support enforcement and utilization
reporting.
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❑ Use LPR analytics to identify low -turnover or high -violation zones for targeted
enforcement.
❑ Conduct periodic reviews to assess LPR performance and data accuracy.
Strategy 17: Consider implementing a 24-hour time limit
Across the various community outreach efforts, there was consistent feedback about how often
residents witness vehicles parked for extended periods without moving, with many repeatedly
violating the 72-hour rule. Vehicles parking in violation of the 72-hour ordinance utilize valuable
curb space and cause congestion. Residents often report these violations; however, due to
enforcement staffing shortages, enforcement is reactive rather than proactive. The City should
prioritize increasing enforcement of existing policies; however, if additional enforcement is
unable to deter 72-hour ordinance violations, the City should consider introducing a 24-hour
time limit where necessary.
Figure 12. Time Limit Zones in East San Rafael
Introducing a 24-hour time limit on
both permitted and non -permitted
blocks with particularly low turnover
could provide relief to residents by
ensuring parking spaces are available.
With the introduction of a time limit, the
City would need to ensure that
consistent enforcement coverage is
available to encourage compliance
and effectively increase turnover. This
strategy would require widespread
signage updates where applicable and
adequate enforcement staffing levels.
In 2017, the City of San Rafael
amended the San Rafael Municipal Code (sections 5.40.030 and 5.12.090) to allow the City to
enforce time -limited parking in accordance with posted signage. The City of San Rafael
introduced a 24-hour time limit to encourage turnover and prevent long-term vehicle storage
in residential neighborhoods in East San Rafael. This area faces high overnight parking
demand, from late afternoon through early morning, due to the high density of multi -family
homes and the presence of private streets within the 24-hour parking zone. The policy is
enforced through regular patrols by vehicles equipped with LPR cameras and through calls
from residents. San Rafael does have a municipal code section prohibiting the storage of
vehicles for longer than 72 consecutive hours; however, this has not resulted in sufficient
turnover. This 24-hour limit has been effective at ensuring daily turnover, allowing residents to
find parking near their homes. Due to the similarity in neighborhoods between East San Rafael
and Southwest Tustin, specifically the high overnight parking demand and presence of high -
density housing, the City should consider implementing a time limit zone.
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While a 24-hour time limit would encourage more turnover, it could present an unnecessary
challenge to residents who are enjoying a day off and have no need to move their car. Staff is
recommending modification to parking time limits be considered after implementation of
other recommended strategies; and at this time suggests a 48-hour time limit be considered
fi rst.
Timeline: Long-term, as needed
Implementation Steps:
❑ Identify targeted areas with low turnover experiencing long-term vehicle storage
❑ Conduct community outreach and leverage community insights
❑ Develop and adopt an ordinance
❑ Install sufficient signage
❑ Enforce vehicles in violation of the 24-hour time limit using LPR cameras
Strategy IS: Designate a Parking Coordinator
The City of Tustin currently does not have a designated Parking Coordinator. Parking operations
are jointly managed by the Public Works Department (Engineering Division) and the Police
Department. To reduce administrative workload and improve coordination, the City should
consider establishing a designated Parking Coordinator to oversee all parking -related
functions. A designated Parking Coordinator would centralize responsibility for on- and off-
street parking operations, enforcement coordination, permit administration, staffing
transitions, policy development, and City Council reporting. While hiring a full-time position
may not be necessary immediately, assigning these duties would provide much -needed
oversight and coordination in the short term. As the City's parking programs expand,
particularly with the growth of the PPP program, enhanced enforcement activity, and increase
in scofflaw towing, the need for a dedicated full-time Parking Coordinator will become
increasingly important to ensure efficient and effective management of the City's parking
system. A contracted Parking Coordinator could be used to support program management,
with the City retaining oversight responsibility.
While quality management of any program is an important component, staff generally feels this
recommendation is premature and could be revisited at a later time.
Timeline: Long-term
Implementation Steps:
❑ Develop a detailed job description outlining the roles and responsibilities of a Parking
Manager or Coordinator.
❑ Evaluate whether the position should be part-time, full-time, or contracted based on
workload.
❑ Prepare a cost estimate and justification for the new position.
❑ Present the proposed position to the City Council for approval.
❑ Initiate recruitment or internal appointment once approved.
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Strategy 19: Consider a household permit maximum
Currently, each eligible resident with a driver's license number and a vehicle registration
corresponding to the address at which they live may purchase a parking permit if they live in a
permit -restricted area. Each driver receives one permit and there is no maximum amount of
preferential parking permits per household. If on -street occupancy remains consistently high
on a permitted block, implementing a per -household permit maximum could help protect on -
street availability. Establishing a household permit maximum would encourage residents to
park their frequently used vehicles on the street and remove long-term or inoperable vehicles.
It also supports program sustainability by aligning permit issuance with the physical limits of
available curb space, reducing overcrowding, circulation, and spillover into nearby blocks.
Implementing a per -household permit maximum allows the City to more equitably distribute
access to limited curb space by preventing a small number of households from holding a
disproportionate share of permits.
However, for the Southwest area, household sizes tend to be larger than in other areas, and
multi -generational households are common. While a limitation on the number of parking
permits would reduce cars on the street, staff does not believe it is in the best interest of this
community to take that step without first implementing some of the recommended Strategies
in this Report.
Timeline: Not recommended at this time.
Strategy 20: Consider an overnight street parking restriction
To address low participation in the existing PPP and the resulting high on -street occupancy on
non -permitted blocks, the City could consider establishing an overnight street parking
restriction in Southwest Tustin as a stand-alone program, separate and unique from the City's
active PPP offering. An overnight street parking restriction would operate similarly to the
existing PPP but would applyto all residential streets in Southwest Tustin. Underthis restriction,
on -street parking would be prohibited during designated overnight hours unless a valid
parking permit is displayed. Under this approach, every household would be eligible for a set
maximum number of Preferential Parking Permits. This approach also supports earlier
recommendations to make the permit application process simple, accessible, and easy for all
residents to use.
Some cities, including Pasadena, California, use similar systems. In Pasadena, parking on
residential streets is prohibited between 2:00 a.m. and 6:00 a.m. unless a vehicle displays a
valid overnight parking permit. Residents are issued annual permits, and visitor permits are
available on a temporary basis. Each address is limited to two annual overnight parking
permits.
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Creating an overnight street parking restriction in Southwest Tustin could help the City manage
curbside vehicle storage, encourage vehicle turnover, and reduce spillover parking from
neighboring cities. Establishing a household permit maximum could also encourage residents
to park their frequently used vehicles on the street and remove long-term or inoperable
vehicles. An overnight street parking restriction could place added pressure on households
that exceed the household permit maximum by limiting their ability to store multiple vehicles
on public streets overnight. It would also effectively require participation from residential
streets that may not otherwise choose to opt into the permit program, since the restriction
would apply broadly rather than by request. Because this represents a significant change to
how residents use and rely on on -street parking, extensive stakeholder engagement will be
necessary to understand neighborhood concerns, evaluate equity impacts, and ensure thatthe
policy reflects community priorities before implementation. Any overnight restriction pilot
should include an equity impact assessment and be paired with a low-income permit option
(Strategy 12).
Establishment of a new PPP such as this, specific to this neighborhood, could reduce overnight
parking volumes. However, implementation would be challenging, as would ongoing
management of such a program as it is distinct from the City's other programs. Promotion and
hopeful adoption of the existing PPP would present the better option for permit parking. Staff
is not recommending implementation of this program at this time.
Timeline: Not recommended at this time.
Strategy 21: Identify opportunities to expand car sharing
Car -sharing programs provide on -demand access to a shared fleet of vehicles. Car sharing
programs are an opportunity to help reduce car ownership in Southwest Tustin by providing
residents with access to a vehicle on an as -needed basis
for instances when a vehicle may be required. This can
` le reduce the need for households to own one or multi
.. p
vehicles by providing the peace of mind that a car is
available nearby. Car sharing can be more cost -affordable
than owning a car when supplemented with other modes
of transportation.
-- Car -sharing programs would require the City to implement
Figure 13. Zip Car shared parking agreements with off-street parking
facilities in order to store the vehicles without using valuable curb space.
Car sharing strategies may be something property owners and managers within Southwest
Tustin could find beneficial, and staff would be happy to assist in this endeavor, but at this time,
staff is not recommending moving forward with a City -run car sharing program due to the
amount of ongoing funding and administration required.
Timeline: Not Recommended at this time.
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Strategy 22: Consider implementing bike sharing
Bike -share programs let users rent bicycles for short trips
through a membership or pay -per -ride system, checking out
a bike from one docking station and returning it to another
near their destination. By providing a convenient alternative
for short -distance travel and connections between transit
stops and final destinations, bike -share programs help
reduce reliance on personal vehicles and the demand for
parking spaces. In Southwest Tustin, docking stations could
Figure 14. Bike share Docking be strategically located at key neighborhood entry points,
Station along major corridors, near commercial areas, and adjacent
to transit stops to support first- and last -mile connections.
Stations may also be placed near the edges of residential areas or close to shared parking
locations to help residents travel efficiently between parked vehicles and their homes. For
residents who currently walk 20 minutes or more from their parking location to home, bike
sharing offers a faster, more flexible option that reduces the burden of limited parking
resources and improves overall mobility.
Bike sharing programs can be successful at reducing vehicle miles travelled on a larger scale,
but at this time, staff does not believe data supports a bike sharing program will reduce the
core problem within Southwest Tustin and is not recommending moving forward with this
program as a solution for this area.
Timeline: Not recommended at this time.
Strategy 23: Identify opportunities for a mobility wallet
Recently, transportation agencies nationwide, including the Los Angeles County Metropolitan
Transportation Authority (LA Metro), have begun piloting "mobility wallet" programs to
encourage alternatives to vehicle ownership. These programs provide eligible residents with a
flexible transportation stipend that can be used across multiple mobility options, such as public
transit, regional rail, private intercity buses (Greyhound and FlixBus), ride -hailing services (Uber
and Lyft), bike -share, and airport shuttles.
A similar mobility wallet program, potentially administered in partnership with the Orange
County Transportation Authority (OCTA), could be explored in Southwest Tustin as a
complementary strategy to parking management. Such a program could expand access to
regional transportation options, while reducing reliance on private vehicle ownership. By
decreasing the need to own and store personal vehicles, a mobility wallet could help alleviate
long-term parking demand and pressure on residential streets. Funding for a mobility wallet
program could be evaluated through a combination of sources, including permit fee revenue,
transportation grants, or pilot funding from OCTA or regional partners.
The mobility wallet concept is relatively new and focuses on alternative transportation at a
regional level. In the future, this might make sense in partnerships with other agencies and
jurisdictions, but staff is not recommending this strategy for Southwest Tustin at this time.
Timeline: Not recommended at this time.
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Strategy 24: Implement a rideshare program.
The City should consider implementing a rideshare
program to promote alternative modes of
transportation into and out of Southwest Tustin.
Rideshare enables visitors and residents to travel to
Southwest Tustin without putting pressure on
parking resources. The City can utilize a rideshare
program to create incentives for residents and
visitors to use rideshare apps. In addition, a
rideshare program can be paired with a shared
parking agreement at a remote location, using
rideshare services to shuttle residents between the
remote parking area and the neighborhood.
l In 2016, the City of San Clemente implemented "SC
_ Rides," a two-year pilot program that provided
SC Rides Slops residents with discounted rides in response to
AM$r; XffSCF ,,, changing market conditions and the termination of
two underutilized bus routes in the city. Made
Figure 1S.SCRides possible by funding from the Orange County
Transportation Authority (OCTA), the City offered
subsidies of up to $9 for rides within a geofenced service area. By using the code "SCRIDES"
in the Lyft app, riders could receive discounted fares. Discounts applied only to shared rides,
which connected travelers with other riders along their route. As of November of 2017, the
program averaged 70 riders per day and has been considered successful.
Due to the cost and administration associated with this program, staff agrees that while
rideshare programs can be effective, this activity should not be prioritized as a solution to the
conditions within Southwest Tustin.
Timeline: Not recommended at this time.
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Appendix B
ATTACHMENT 3
Stakeholder Engagement Summary
The City of Tustin (City) held two community meetings between September 2025 and
December 2025 to solicit feedback from community members regarding their parking
experience in Southwest Tustin. Additionally, DIXON contacted stakeholders directly, utilizing
a contact list provided by the City. The following sections describe the results and key themes
from the community outreach efforts.
Individual Outreach
The City requested that DIXON conduct individual conversations with select stakeholders
regarding the Southwest Tustin parking program. Between August and October 2025,
DIXON contacted 36 stakeholders and held individual discussions with 18 of them to
understand local parking challenges better. Stakeholders included apartment managers,
school district staff, homeowners' associations (HOAs), and engaged residents.
Enforcement
• Stakeholders consistently requested stronger enforcement for vehicles parked long-
term, left unmoved for street sweeping, or appearing abandoned/with expired tags.
• Residents reported vehicles often remain parked in front of homes for days; virtual
permits make it difficult to identify violators and request enforcement.
• Physical deterrents were suggested to prevent illegal parking along fire lanes, which
pose public safety risks.
• Oversized vehicle parking was noted as a problem on Nisson Road west of Browning.
• Residents cited limited enforcement of 20-minute and red zones, causing access issues
and blocked driveways.
• Residents reported that some cars park outside marked spaces or save spots, partly due
to faded or missing striping.
• Stakeholders reported that green curbs are often occupied beyond time limits.
• Overall, residents feel there is not enough consistent enforcement, though enforcement
is viewed positively when present.
• Stakeholders recommended using the City's existing app or a reporting mechanism to
streamline enforcement requests and complaints.
Parking Supply
• Stakeholders expressed that on -street parking is consistently full, especially along
Pasadena and Nisson, and conditions have worsened since COVID.
• Stakeholders feel as though apartment overflow is a major contributor to parking
demand.
• Stakeholders expressed that parking supply is being utilized by Santa Ana residents.
• Stakeholders expressed that high -density developments and increased occupancy after
COVID have strained parking availability, with some residents resorting to using
vehicles to "hold" spaces or move trash cans to reserve spots.
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Appendix B
• Stakeholders shared that apartments typically provide only one assigned space per unit
and limited or no visitor parking.
• Residents often park wherever space is available —sometimes relying on rideshare
services like Uber due to a lack of nearby parking.
• Some church and commercial lots (Jewelry Mart, Hot Spot Grill, gas stations) are
informally used for overflow parking, though property owners may restrict access
(churches hiring security patrols).
• Stakeholders suggested shared parking agreements between nearby businesses in
Tustin and Santa Ana, including locations like the Carl's Jr. shopping center and the area
near B Street and Mitchell.
• Stakeholders stated thatfamilies continue to grow, increasing the number of household
vehicles while the overall supply remains limited.
Permit Program
• One stakeholder expressed that previous permit parking efforts in the
Sycamore/Newport District failed because they did not include all housing types;
stakeholders emphasized the need for inclusive programs.
• Some residents remain concerned that new permit programs could exclude certain
households, leading to illegal or distant parking.
• One stakeholder feels as though the City's shift from physical stickers to virtual permits
has made it difficult for neighbors to identify whether vehicles are legally parked.
• Stakeholders agree that permit parking has improved conditions overall, though
daytime congestion persists.
• Stakeholders suggested expanding permit coverage to areas like Tustin Village Way
and Alliance to address overflow from nearby townhomes.
• Some residents only require overnight parking options.
• Several stakeholders expressed continued interest in residential permit systems or
improved restrictions to deter non-resident and commuter parking.
Community Meetings
Two community meetings were held, where residents, business owners, and non-residents
shared their thoughts on parking in Southwest Tustin. The following table summarizes the
details of each community meeting:
*Not including DIXON and/or City staff.
Overview of Community Meeting Rounds
• The first round of community outreach focused on sharing the preliminary findings and
identifying and receiving feedback from the community on their parking challenges,
needs, wants, and desires.
Docusign Envelope ID: B2942A1C-7706-82A5-815E-075EA3096335
Appendix B
• The second round of community outreach focused on sharing a recap of the data
collection as well as gathering feedback on the draft recommendations and other
general parking challenges.
Key Themes
Community Meeting Round 1
Parking Supply
• Stakeholders shared that apartment managers typically provide one guaranteed
parking space per unit, with additional spaces limited or costly.
• One manager noted that second permits are first -come, first -served, and guest permits
cost $50.
• Residents explained that parking demand exceeds supply, leading residents to save
spots using chairs or physically hold spaces.
• Some households own multiple vehicles (one household reported owning five).
• Stakeholders shared that subletting and garage conversions further strain parking
availability and management.
• Residents report spending 20+ minutes searching for parking, sometimes resorting to
rideshare services to return home.
Enforcement
• Attendees reported that vehicles are often left unmoved for days, especially work
vehicles parked from Friday through Monday.
• Residents observed vehicles blocking driveways, parking on grass, or undergoing
repairs in the public right-of-way.
• Stakeholders explained that non -operational cars are frequently shuffled between
spaces to avoid citations.
• Attendees agreed that spot -saving behavior causes traffic jams and resident conflicts.
• A resident shared that oversized vehicles, particularly along Nisson Road near the
freeway, create additional congestion.
• A resident observed that limited lighting near the Newport dead end contributes to
safety issues —residents park there and walk, and a recent crash was reported.
Shared Parking Opportunities
• Residents suggested partnering with nearby businesses to use underutilized parking
lots overnight, managed through an app-based payment system.
o Proposed details: 10 p.m. - 7 a.m. access, at a rate of $150-$200 per month.
• Residents are open to liability waivers to enable shared parking agreements.
• Residents understood that technology -driven enforcement could include warnings,
revoked permits, citations, or towing.
• Adequate lighting was emphasized as critical for safety in shared lots.
• Stakeholders shared that Santa Ana has available parking, but enforcement jurisdiction
would be challenging.
• Specific shared parking potential noted near the Jewelry Exchange lot behind 7/1 1.
Docusign Envelope ID: B2942A1C-7706-82A5-815E-075EA3096335
Appendix B
Parking Design and Location -Specific Improvements
• Residents recommended adding more "T" and "L" curb markings to reduce congestion
and clarify boundaries.
Community Meeting Round 2
Parking Supply
• Residents described parking in Southwest Tustin as stressful, packed, and often
non-existent.
• About 60% of attendees live within the study area.
• An attendee requested a similar community meeting for the First Street neighborhood.
• Half of the respondents park one vehicle on the street daily, and half park none.
• Residents reported it takes between 15 and 30 minutes or more to find parking.
• Residents identified red curbs, parking spot saving, and abandoned vehicles as top
issues affecting parking.
• Attendees shared that delivery vehicles frequently double-park or stop in red zones
during school hours, creating safety concerns.
• A stakeholder shared that recent red curb painting near West 1st Street removed
several parking spaces.
• Attendees reported that some streets with permit parking remain underused, while
nearby areas lack adequate parking.
• Residents reported walking up to 25 minutes to find available parking after 5 p.m.
• Residents suggested allowing overnight parking in nearby business lots after hours with
a paid permit option.
• Some suggested adding paid visitor parking and exploring car -sharing options to
reduce parking demand.
Enforcement
• Residents said that existing permit areas lack sufficient enforcement, leading to illegal
parking and abandoned vehicles.
• Some noted that enforcement occurs inconsistently, often only early in the morning,
which discourages compliance.
• Residents reported ongoing issues with individuals saving parking spaces.
Permit Program
• Several residents expressed concern about opening existing permit areas to apartment
residents or non -permit holders.
• Residents recommended using permit revenue to fund a self-sustaining enforcement
and operations program.
• Some said apartment complexes lack enough off-street parking, pushing tenants to
park in permit zones and causing overflow.
• Residents requested expanding permit parking to areas where demand exceeds
availability.