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CHAPTER 18
CASE STUDY 9: REMOVE PARK-AND-RIDE LOT
Case Study 9 looks at the impacts of removing a bus rapid trip tables by time period (AM peak, PM peak, and off peak)
transit park-and-ride lot from a critical freeway facility feeding and by mode (SOV, HOV, and transit). The revised trip tables
downtown Seattle. The park-and-ride lot is located on SR 520 were then reassigned to the improved network to determine
USER'S GUIDE
at Hunts Point, about 2.5 miles west of I-405 (see Figure 15). the impact on VMT, VHT, and emissions. The results are
summarized in Table 47. Facility-specific results were not
tabulated.
18.1 APPLICATION The results show that eliminating the park-and-ride lot
would increase daily VMT by 0.14 percent. Regional vehicle
The park-and-ride lot is located at node 890 in the PSRC
emissions would be increased by slightly less than 0.1 percent.
model. The lot is effectively removed from the model by dis-
These results show that in this case, construction of a park-
allowing the use of mode i (auxiliary auto mode) on the cen-
and-ride lot at this location would result in net reductions in
troid connector from Node 890 to Node 3126.
VMT and vehicle emissions.
18.2 CASE STUDY RESULTS
The NCHRP 25-21 methodology was used to compute the
impacts of the traffic-flow improvement on the 2020 base case
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USER'S GUIDE
Project
Seattle
Figure 15. Case Study 9: Remove park-and-ride lot.
TABLE 47 Case Study 9: Regional results
Scenario Period VMT VHT Speed THC CO NOX
(mi) (hrs) (mph) (gm) (gm) (gm)
Before AM Peak 12,152,900 381,540 31.9
PM Peak 15,261,700 518,222 29.5
Off Peak 37,208,800 1,179,200 31.6
Total 64,623,400 2,078,962 31.1 45,000,186 714,064,881 46,356,879
After AM Peak 12,184,800 382,704 31.8
PM Peak 15,288,700 518,357 29.5
Off Peak 37,242,100 1,180,300 31.6
Total 64,715,600 2,081,361 31.1 45,041,575 714,679,954 46,393,679
Difference 92,200 2,399 0.0 41,389 615,073 36,800
% Difference 0.14% 0.12% 0.03% 0.09% 0.09% 0.08%
