Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 113
Automobile Access and Park-and-Ride 113 Parking Dimensions Suggested unit dimensions (2 spaces plus one aisle) should be at least 60 to 65 feet for 90 degree, long-term parking and at least 62 to 63 feet for short-term parking and passenger drop-off or pick-up. An 8.5-foot stall width should be provided for all-day parking and a 9-foot width for short-term parking or passenger drop-off to accommodate all vehicle types. Eight-foot stall widths are sometimes used for all-day surface parking. However, flexibility in design is encouraged to allow for maximum efficiency in transit facility use. Either 90-degree or angle parking can be used. Right-angle (90-degree) parking usually gives the most efficient space configuration; it allows two-way traffic flow in aisles and is the simplest pattern to recognize. However, there may be specific cases where angle or even parallel parking may be appropriate. Typical parking module (i.e., two spaces plus one aisle) widths based on 9-foot-wide stalls are as follows: · 45 degrees, 45 feet · 60 degrees, 53 feet · 75 degrees, 61 feet · 90 degrees, 63 feet Bus parking stalls should be at least 13 by 42 feet for 40-foot buses and 13 by 65 feet for 60-foot articulated buses. Grades on parking areas should allow effective drainage. They should be at least one percent; however, 2 percent is desirable with a maximum of 5 percent. Excessive grades of more than 8 percent parallel to the auto should be avoided. If this is not possible, the parking layout should be rotated 90 degrees, or curbs and wheel stops should be provided. Operations and Maintenance Some key operations and maintenance guidelines follow. Hours and Use Park-and-ride facilities are usually open either 24 hours or, alternatively, just during the hours that the rapid transit service operates (e.g., 5 a.m. to midnight). Some spaces may be designated for short-term parkers and located in a separate area. Gating or control is necessary where parking fees are collected and where facilities are sometimes closed. Pricing Policies Park-and-ride facilities along rapid transit lines sometimes charge parkers, especially where facilities experience strong demand. Rates are substantially less than all-day downtown parking charges. As a general guide, the parking fees in combination with the round trip transit fare should be less than all-day parking costs in the CBD. Fees may be set on a daily or monthly basis or they may be tied to the length of time parked. When fees are charged on a variable hour basis, motorists receive a ticket upon entry and pay when they leave; the fee schedule should be simple and clearly posted at the lot entrance (Exhibit 10-19). When fees are paid on a daily or monthly basis, they may be paid upon entry or exit. Exiting
OCR for page 114
114 Guidelines for Providing Access to Public Transportation Stations Exhibit 10-19. Parking fee schedule at park-and-ride entrance (Metropark, NJ). Source: Kittelson & Associates, Inc. movements from park-and-ride facilities are often keyed to train arrivals; there are sharp surges in demand for relatively short periods of time. A sufficient number of exit lanes and attendants is necessary to avoid long queues and wait times. Some park-and-ride facilities (e.g., BART and Miami) use a system of numbered parking spaces, where riders pay for and register their space inside the station itself. This means of charging for parking helps to ensure that parking is used only by transit riders.