title
PC - PUBLIC HEARING: Consideration of a City-Initiated Zoning Code Amendment (P2026-0196-ZCA) to: Adopt an exemption pursuant to CEQA Section 15183; Amend the Culver City Municipal Code (CCMC) Chapter 17.320, Off-Street Parking and Loading, to implement citywide maximum parking ratios for new development and redevelopment projects.
body
Meeting Date: September 23, 2026
Contact Person/Dept: Gabriel Barreras, Senior Planner
Peer Chacko, Current Planning Manager
Phone Number: (310) 253-5776 / (310) 253-5755
Fiscal Impact: Yes [ ] No [X] General Fund: Yes [ ] No [X]
Public Hearing: [X] Action Item: [ ] Attachments: [X]
City Council Action Required: Yes [X] No [ ] Date [TBD]
Public Notification: (Email) Public Notifications - Planning Commission (09/03/2026), Meetings and Agendas - Planning Commission (09/17/2026), (Posted) City website (09/03/2026), Social Media (09/26/2026); (Published) Culver City News (09/03/2026)
Department Approval: Emily Stadnicki, Planning and Development Director (09/16/2026)
____________________________________________________________________________
RECOMMENDATION
Staff recommends that the Planning Commission adopt Resolution No. 2026-P006 recommending the City Council adopt an exemption pursuant to the California Environmental Quality Act (CEQA) Section 15183 and update various portions of the Municipal Code pertaining to Off-Street Parking and Loading to implement citywide maximum parking ratios for new development and redevelopment projects, as detailed in Exhibit A.
PROCEDURES
1. Chair calls on staff for a staff report and Commission poses questions to staff.
2. Chair opens the public hearing, providing the public the opportunity to speak.
3. Chair seeks a motion to close the public hearing after all testimony has been presented.
4. Commission discusses the matter and arrives at its decision.
BACKGROUND
Over the past several years, Culver City has been considering numerous parking reforms and best practices to support the growth of housing, commercial businesses, and economic development throughout the city. In 2022, Culver City became the first city in Los Angeles County to remove all minimum parking requirements, placing the responsibility on property owners and developers to determine how much parking they needed to meet market conditions and future demands.
The option of adopting parking maximums (or caps) on the amount of parking that could be provided on a given site was considered at that time but did not have consensus at Council, so maximums were remanded to the City’s Standing Mobility Subcommittee for further discussion. Subsequently, it was determined that there were too many unknowns and that the discussion would benefit from data on how much parking new projects proposed after minimums were removed.
In early 2025, the Standing Mobility Subcommittee requested the parking maximums issue be brought back for discussion, and on June 12, 2025 Planning staff delivered an overview presentation to the Subcommittee. The Subcommittee provided initial feedback on additional research and recommendations for pursuing parking maximum regulations. On November 19, 2025, staff delivered a second presentation to the Subcommittee, and staff was asked to explore options for implementing parking maximums, identify strategies used in other cities, and provide data-driven recommendations on the regulations and strategies that would be most appropriate in Culver City.
On March 10, 2026, the Current Planning Division approved a contract amendment with Walker Consultants (Consultant) to draft a comprehensive Parking Maximums Study. The study aims to guide and develop a parking maximum policy, building on Culver City's prior actions, including the citywide removal of all minimum parking requirements in October 2022. The Consultant’s tasks included:
• Policy and Document Review of the existing General Plan, Zoning Code, corridor and Specific Plans, and relevant State legislation;
• Case study review of three cities with existing parking maximum policies, including: Berkeley, Santa Monica, and San Diego;
• Data analysis of Culver City's development pipeline projects and parking ratios and utilization data at various locations representing different land use typologies;
• Community outreach consisting of two Focus Groups to inform potential parking maximum policies; and,
The Consultant’s findings are incorporated in the analysis below. The full Parking Maximums Study is provided in Attachment 2.
ANALYSIS
Unlike traditional minimum parking requirements, which may not reflect changing travel patterns, transportation options, and mobility technologies, parking maximums are intended to reduce automobile dependence, support multimodal transportation, and encourage pedestrian-oriented development. Parking maximums may be applied citywide, within targeted districts or corridors, or tailored to specific project types, sizes, or zoning designations.
Key goals and benefits of parking maximums include, but are not limited, to:
• Reducing development and construction costs;
• Promoting efficient land use by reallocating land from parking to housing, commercial, and other productive and tax-generating uses;
• Supporting safer, pedestrian-oriented streets by reducing parking areas and curb cuts;
• Encouraging multimodal transportation including walking, bicycling, public transit, and other mobility options.
• Reducing vehicle miles traveled (VMT), emissions, traffic congestion, and noise;
• Advancing broader sustainability by limiting impervious surfaces, stormwater runoff, and urban heat island effects associated with parking and pavement;
However, the implementation of parking maximums presents several challenges that should be considered in crafting a zoning code amendment:
• Stakeholder Resistance - businesses and residents may have concerns about reduced parking access;
• Parking Spillover - reduced parking supply may increase demand on adjacent streets or in neighborhoods, potentially requiring complementary strategies such as shared parking, residential permit programs, or parking management;
• Policy Nexus Alignment - parking maximums should align with land use goals, state law, and economic policies, using flexible, data-driven methods that allow maximums to be adjusted over time;
• Transit and Mobility Investments - parking maximums may require similar investments in transit service, connectivity, and multimodal infrastructure;
• Market and Financing Concerns - Lenders may hesitate to support projects with reduced parking due to marketability concerns tied to typical parking expectations; and,
• Limited Data - the majority of parking maximums have been implemented within the past 5-7 years, with minimal outcome data or analysis. This period coincides with significant disruptions to development, including COVID-19, increased remote work, rising land, labor, and construction costs, and elevated interest rates, making it difficult to fully interpret the effects of parking maximums.
Current Parking Demands in Culver City
A key component of the Parking Maximums Study was evaluating existing parking demand and market conditions across various development types in the city. Using Development Pipeline reports from January 2025 to January 2026, the Consultant analyzed proposed parking rates for 52 projects, which were grouped into four primary development types: residential (22 projects), mixed-use (19 projects), office (9 projects), and stand-alone retail (1 project).
The Consultant then compared the proposed parking in each Pipeline project to the minimum parking requirements of the former Zoning Code. This would indicate whether current projects demand more or less parking than the minimum required under the former Zoning Code. Further, this would indicate if the former parking minimums could be applied as the new parking maximums.
Of the 52 Development Pipeline projects reviewed, 12 projects (or 23%) exceeded the former Culver City parking minimums, with the majority of these projects proposing an average of 11% in excess of the parking minimum. This indicates that parking ratios based on the former minimum requirements would meet the observed parking demand for approximately 77% of current Development Pipeline projects.
Further, the Consultant found that proposed parking varied by project size, location, and context within Culver City. Based on the Development Pipeline data, approximately three-quarters of projects would be compliant with the former minimums used as maximums strategy. Approximately one-quarter of projects would exceed the former minimums. Specifically, smaller projects with fewer than 10 units, including those located near major transit stops are generally providing more than two parking spaces per unit. Many of these projects consist of three- or more-bedroom townhomes, with developers indicating that providing two parking spaces per unit is important for marketability and sales.
Per the Development Pipeline reports, commercial parking ratios range from 1 to 11 parking spaces per 1,000 square feet of commercial space. This wide range is largely due to the varied commercial uses, ranging from medical offices to restaurants to studios. Given the wide range of commercial uses, applicants may need additional flexibility to accommodate future changes in tenancy and different peak-parking profiles.
Proposed Parking Maximums
When establishing parking maximums, the City should consider development feasibility and broader market conditions. Maximum ratios that are set too low, without an appropriate relief mechanism, could constrain development potential, while ratios set too high may have limited effect on reducing excess parking. Accordingly, parking maximums should balance development feasibility, residential unit mix, and market conditions to discourage excess parking, unless it can be justified.
Based on the Development Pipeline data, the former parking minimums could feasibly serve as the basis for new parking maximums. However, certain projects may require a relief mechanism, such as an Administrative Use Permit (AUP), to allow increases of up to 2 vehicular spaces or 10%, whichever is greater, above the established maximum where a demonstrated need for additional parking can be substantiated. For specialized uses with particularly high parking demands, such as a studio or planned development, the City could require applicants to submit a comprehensive parking and transportation plan supported by parking and traffic studies, as well as any applicable CEQA or environmental analysis and mitigation measures.
In comparison, the City of Santa Monica allows projects outside of the Downtown to exceed their parking maximum by up to 2 vehicular spaces or 5%, whichever is greater, through a Conditional Use Permit. The City of San Diego allows nonresidential projects to exceed the maximum by up to 25% through a Neighborhood Development Permit, a staff-level discretionary approval.
As demonstrated by approaches in Santa Monica, Berkeley, and San Diego, parking maximums can be applied in a context-sensitive manner, with more restrictive limits in downtown, transit-rich, or otherwise managed areas rather than relying exclusively on a uniform citywide standard. Culver City could similarly consider limiting or restricting parking maximum relief within these areas to further support transportation and land-use objectives.
City staff recommends the City consider including a two-year review provision to evaluate parking utilization, development feasibility, transportation outcomes, curb and neighborhood impacts, and equity and accessibility. The review could also assess whether the maximum ratios, applicability areas, or relief procedures should be refined based on observed outcomes and market conditions.
Finally, it should be noted that the introduction of parking maximum ratios will cause additional review times to be spent by Current Planning staff during various stages of the entitlement and permitting process for all projects, in order to verify compliance or determine the need for an AUP process.
See Attachment 1 - Exhibit A for the proposed parking maximum ratios and applicable relief mechanisms.
Alternative and Supporting Strategies for Consideration
Parking maximums are limited in that they only address the number of parking spaces provided in a private development. However, parking maximums are most effective when paired with alternative parking management tools and supporting strategies that provide a more holistic approach to parking reform. In addition to parking maximums, City staff recommends the Planning Commission consider the following supporting strategies to be pursued either as part of this zoning code amendment, or separately through other processes (full details in Attachment 2 - Table 9).
1. Limit surface parking coverage on larger lots or for certain development types.
2. Provide a streamlined process for modifying parking dimension standards, including stall dimensions, aisle widths, compact space allowances, tandem spaces, and other space-efficient configurations.
3. Provide incentives for flat floor plates in larger parking structures where future conversion may be practical.
4. Limit new curb cuts and driveways to consolidate site access, and preserve curb space for on-street parking, transit, bicycle facilities, parklets, or other active curb uses.
5. Allow for overnight parking permits in eligible public garages to create flexibility for nearby residential or mixed-use projects while maintaining City control over operations.
6. Under a separate legislative process and workplan, study the potential of a new parking impact fee for new parking, countered by potential reductions in other impact fees. Per California Government Code Section 66000 et. seq., a city shall establish the fee's purpose and identify clear relationship between the fee, the development, and the proportionality for the fee amount.
General Plan Consistency
Within the General Plan 2045, the Mobility Element acknowledges an increase in construction, housing demand, and the potential impacts on traffic and congestion without mitigations such as increased mobility options and transit demand management policies. As such, the Mobility Element explicitly calls out the option to, “set maximum parking requirements,” as a tool to cut vehicle trips, support shared parking, and prioritize multimodal access, especially in transit-oriented districts.
ENVIRONMENTAL DETERMINATION
The proposed Zoning Code Amendments are exempt from the California Environmental Quality Act (CEQA) pursuant to CEQA Guidelines Section 15183. Under Section 15183, the General Plan 2045 Mobility Element and its associated Program Environmental Impact Report (PEIR) evaluated citywide land use and transportation policies, including the establishment of parking maximums as a potential strategy for reducing VMT and supporting the City's broader mobility objectives. Therefore, the proposed parking maximums are consistent with the adopted General Plan PEIR. The proposed amendment does not authorize new development or intensify existing development potential, and implementation is not expected to result in significant environmental effects beyond those previously evaluated in the General Plan PEIR. Accordingly, the proposed Zoning Code Amendment qualifies for an exemption pursuant to CEQA Guidelines Section 15183.
COMMUNITY OUTREACH
CCMC Section 17.630.010 requires public notification via a publication in the Culver City News, a minimum of 20 days prior to the formal public hearing. Accordingly, a public notice was published in the Culver City News, posted on the City website, and distributed electronically via GovDelivery and Next Door on September 3, 2026. As of the writing of this report, no comments have been received.
Focus Groups
In preparation of this report, City staff and Walker Consultants conducted two stakeholder focus groups to better understand how the implementation of parking maximums could affect private development, business operations, commercial leasing, project financing, accessibility, and transportation outcomes in Culver City.
The first focus group was held on May 20, 2026, and included members of the development community with experience in Culver City, including property owners, developers, and entitlement specialists. The second focus group was held on July 7, 2026, and included business owners, commercial tenants, real estate brokers, and representatives from the Arts Business Improvement District, Chamber of Commerce, and Downtown Business Association. The discussions addressed the potential impacts of parking maximums on project feasibility, development and financing, site planning and entitlements, business operations, leasing, parking demand, customer access, and broader transportation and economic outcomes.
See Attachment 2 - Appendix C for a complete summary of the focus group discussions and outcomes.
FISCAL ANALYSIS
The recommended Code Amendment would not result in any direct financial impacts to the City. Implementation of the amendment may encourage development to maximize habitable and leasable floor area within projects, which could indirectly result in increased revenue from tax-generating land uses, development impact fees, and applications or development fees associated with requests for relief from parking maximums, on a case-by-case basis. The extent of any future economic impacts or additional City revenues will depend on market conditions, development activity, and other factors beyond the City’s control.
CONCLUSION
The proposed Zoning Code Amendment to CCMC Chapter 17.320 to establish parking maximums creates a framework that balances development feasibility with the City's broader mobility, environmental, and land use objectives. Informed by a comprehensive Parking Maximums Study, focus groups, and an analysis of 52 active development pipeline projects, the proposed maximums are proposed to reflect current market conditions while discouraging the overbuilding of parking that contributes to increased VMT, emissions, and inefficient land use. A built-in relief mechanism through an AUP - allowing increases by up to 2 vehicular spaces or 10%, whichever is greater, above the established maximum will ensure projects with demonstrated parking needs are not unduly constrained. Staff finds that the proposed amendment is consistent with the General Plan 2045 Mobility Element, qualifies for a CEQA exemption pursuant to Section 15183, and recommends that the Planning Commission adopt Resolution No. 2026-P006 recommending City Council approval.
ATTACHMENTS
1. Proposed Planning Commission Resolution No. 2026-P006, including Exhibit A: Proposed Zoning Code Text Changes in “strikethrough/underline” format
2. Culver City Parking Maximums Study - Walker Consultants
MOTION
That the Planning Commission:
Adopt Resolution No. 2026-P006, recommending the City Council adopt an exemption pursuant to CEQA Section 15183; and amend the Culver City Municipal Code (CCMC) Chapter 17.320, Off-Street Parking and Loading, to implement citywide maximum parking ratios for new development and redevelopment projects, as detailed in Exhibit A.