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Guidelines for Providing Access to Public Transportation Stations (2012)

Chapter: Chapter 10 - Automobile Access and Park-and-Ride

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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 10 - Automobile Access and Park-and-Ride." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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92 This chapter contains planning, design, and operations guidelines for rapid transit park-and- ride facilities. General planning and policy objectives are discussed first, followed by suggested guidelines relating to operations, policy and planning, design and operation. The materials, which represent a synthesis and extension of current practice, draw upon such reports as: NCHRP Report 155: Bus Use of Highways: Planning and Design Guidelines (41), Parking (42), TCRP Report 95: Traveler Response to Transportation System Changes, Chapter 3: Park-and-Ride/ Pool (3), and Parking Management—Planning, Design, and Operations (43). The general approach to planning, design, and operations is shown in Exhibit 10-1. This chapter focuses on the planning, operations, and conceptual design aspects. Overview and Objectives Park-and-ride facilities are integral parts of modern rapid transit. They enable rapid transit and automobiles to operate in the environments that each is best suited to serve. They are essential to attract rapid transit riders from residential areas where densities are too low for walking and bus trips. They extend the reach of rapid transit lines and make rapid transit feasible in suburban settings. Their primary function is to provide a convenient transfer point between autos and rapid transit. Why Provide Park-and-Ride Automobile access to rapid transit stations accounts for about 40 percent of all station boardings in San Francisco and Denver, and similar proportions in other cities. Suburban origin stations often have even higher shares of auto access. Park-and-ride facilities, therefore, contribute substantially to ridership. They also have regional mobility and environmental benefits. They shift CBD and activity center parking demand to outlying locations, thereby freeing downtown space for other uses, reduce travel on radial freeways, and provide convenient access to outlying express transit stations. The provision of park-and-ride facilities recognizes that the likelihood of driving increases in areas further from the city center. It allows the trip to be made by rapid transit, thereby saving passengers travel time and expanding the catchment areas of rapid transit service. The secondary distribution by automobile increases the public transport market, reduces the extent of rapid transit investment, and permits wider station spacing, thereby improving rapid transit operating speeds and reducing operating costs. Park-and-ride facilities: • Extend the reach of rapid transit lines beyond the terminal stations; • Serve CBD employment growth, especially where a lid or ceiling is placed on CBD parking; C H A P T E R 1 0 Automobile Access and Park-and-Ride

Automobile Access and Park-and-Ride 93 • Provide station access where station spacing is wide, pedestrian access is difficult, and/or bus service is limited (i.e., headways of more than 15 minutes); • Build rapid transit ridership when existing park-and-ride facilities are full, providing additional space that can attract new riders; and • Intercept motorists and remove them from congested sections of roadway, translating into reduced vehicle-miles traveled (VMT) and energy consumption. Where to Provide Park-and-Ride Park-and-ride facilities work best where car travel to the city center and other large activity centers is inhibited by traffic congestion, tolls, costly parking, or a combination of these. The multi-modal trip to the city center should be faster (or comparable), more reliable, and less costly than driving. Ideally, the time savings should exceed five minutes. Source: Parking Management (43) PLANNING Assess needs Identify potential sites Evaluate sites (market, availability, physical features, costs, and usage) Select preferred sites CONCEPTUAL DESIGN Transit/vehicle/pedestrian access Internal circulation/parking Transit interchange DETAILED DESIGN – FEATURES AND AMENITIES Parking and traffic circulation Paving Lighting Landscaping Pedestrian protection ADA provisions Amenities Security OPERATIONS Prepare operating plans Rate structure/revenue collected for transit services Coordination/security/safety PRELIMINARY DESIGN AND ENGINEERING FINAL DESIGN CONSTRUCTION C O M M U N I T Y O U T R E A C H Exhibit 10-1. Park-and-ride planning and design process.

94 Guidelines for Providing Access to Public Transportation Stations Park-and-ride facilities should be provided where one or more of the following factors apply: • Population densities are too low to support frequent bus service (i.e., where rush hour con- nection headways exceed 15 minutes); • The station catchment area is not served by local bus service; • Locations are at least 5 to 8 miles from the city center; • Locations are perceived as safe by patrons; • Facilities are less costly to provide than special feeder bus service; • Facilities are located near the confluence or terminal points of urban freeways; • Suitable access from cross streets can be provided; and • Freeway corridors are congested and park-and-ride facilities can be provided in advance of the congestion. Objectives Park-and-ride facilities should help promote the broader objectives of improving mobility and convenience of travelers, encouraging desirable land use and development, minimizing direct public expenditures for transportation, and minimizing adverse impacts on communities (3). They should: • Increase the availability of alternatives to driving alone, by providing travelers with oppor- tunities to readily transfer from low- to high-occupancy travel modes and vice versa. This allows for a combination of different types of modes (i.e., not only auto–transit, but also bicycle–transit and so on). • Concentrate transit rider demand to a level enabling rapid transit service that could not otherwise be provided. Without park-and-ride, transit service would be infeasible in many low-density areas. • Expand the reach of rapid transit into low-density areas, thereby bringing more riders to premium transit services. In some situations, this has been known to induce ridership to the point that service has been increased. • Reduce VMT, emissions, and energy consumption by enabling motorists to transfer to rapid transit lines. • Reduce the demand for spillover parking. • Permit CBD parking demands to be stabilized by providing viable alternative transportation to support economic development in the core. • Prioritizing carpooling and van pooling for transit patrons may allow for more boardings with the same number of parking spaces. However, use of park-and-ride facilities as meeting locations for carpools and van pools reduces the amount of parking available for transit customers. Extent and Amount of Park-and-Ride Peak occupancies of 80 percent or more are common at park-and-ride facilities. The number of park-and-ride spaces that should be provided depends on both specific situations and public policy. Suburban commuter rail and heavy rail transit lines typically provide about one space for every two to three boarding passengers; light rail lines typically provide one space for every three to five boarding passengers. User and Usage Characteristics User and usage characteristics play an important role in facility planning, design, and operations. A description of salient characteristics follows.

Automobile Access and Park-and-Ride 95 User Characteristics Key travel characteristics of park-and-ride users are shown in Exhibit 10-2. This exhibit shows that most users were previously car drivers or passengers who mainly arrived by car, and traveled mainly to and from work on a daily basis. About half traveled 3 miles or less to the parking facility and most traveled more than 10 miles in total to their destinations, usually in the city center. Exhibit 10-3 shows the access characteristics for Metra commuter rail service in Chicago, including total parking capacity, parking demand, and access modes of arrival. This exhibit Exhibit 10-2. Travel characteristics of park-and-ride users. Characteristics Range (%) Number of Lots a Average a Previous mode of travel Drove alone 11 to 65 305 49.2 Carpool/van pool 5 to 28 303 23.2 Transit (bus or other) 5 to 49 304 10.4 Did not make trip 0 to 29 303 14.9 Arrival mode to facility Drove alone 38 to 91 146 72.6 Shared ride 3 to 36 146 11.0 Dropped off 0 to 31 117 11.1 Walked 0 to 21 132 4.4 Bus 0 to 10 132 1.3 Trip purpose Work or business 83 to 100 107 97.2 School 0 to 11 80 2.3 Other 0 to 17 80 0.5 Travel frequency (round trips per week) Three or less 2 to 15 101 6.6 Four 3 to 16 86 7.6 Five or more 71 to 93 86 86.8 Home-to-lot distance (miles) Three or less 6 to 74 163 46.4 Four to six 18 to 42 162 22.8 Six or more 8 to 69 162 29.2 Lot-to-destination distance (miles) Less than 10 0 to 100 190 6.9 10 to 30 0 to 100 190 63.2 30 or more 0 to 51 177 30.4 a The “average” values shown are weighted by the number of park-and-ride lots surveyed. Partial or missing data from certain studies may cause the percentages not to total 100. Source: Parking Management (43, 44)

96 Guidelines for Providing Access to Public Transportation Stations shows that parking demand steadily increased to fill the new parking capacity built between 1986 and 1994. Parking Supply and Use Park-and-ride facilities are often used to (or even beyond) their capacities. Exhibit 10-4 gives examples of parking space use for 20 commuter rail, heavy rail, and light rail systems in North America; 14 of the systems were occupied to at least 65 percent of their capacity, although overall utilization varies widely by agency indicating the importance of local factors in determining overall parking demand. Station Distance to CBD (Miles) Overall System 0-10 10-20 20-30 30+ Weekday boardings (AM peak inbound) 1986 6,250 40,574 42,000 9,800 98,624 1994 7,938 44,226 46,494 14,742 113,399 Change 1986-94 1,688 3,652 4,494 4,942 14,775 Change 1986-94 27% 9% 11% 50% 15% Station parking capacity 1986 2,918 20,676 22,591 7,936 54,121 1994 3,824 24,047 28,134 12,296 68,301 Change 1986-94 906 3,371 5,543 4,360 14,180 Change 1986-94 31% 16% 25% 55% 26% Station parking use (observed) 1986 2,493 17,937 20,029 6,538 46,997 1994 3,079 19,647 25,631 10,525 58,882 Change 1986-94 586 1,710 5,602 3,987 11,885 Change 1986-94 24% 10% 28% 61% 25% Average parking space occupancy 1986 85% 87% 89% 82% 87% 1994 81% 82% 91% 86% 86% Mode of station access (1994) Drove alone 25% 43% 61% 71% 55% Walked 59% 34% 12% 6% 21% Dropped off 10% 13% 14% 14% 13% Carpool 3% 5% 6% 6% 6% Bus 2% 4% 5% 2% 4% Other 1% 1% 1% 1% 1% Source: Ferguson (5) Exhibit 10-3. Metra park-and-ride usage characteristics and mode of arrival.

Automobile Access and Park-and-Ride 97 Parking and Boarding Comparisons The number of boarding passengers per parking space, and the number of parking spaces per boarding at selected stations for heavy rail and light rail transit stations are shown in Exhibit 10-5. Commuter rail stations are shown in Exhibit 10-6. At commuter rail stations, there are generally 0.4 to 0.6 parking spaces per boarding. At heavy rail and light rail transit stations, the wide range of parking spaces per boarding passenger reflects differing development densities, and reliance on walking, bus, and kiss-and-ride trips at individual stations. System (Year) Number of Facilities Number of Spaces Parked Vehicles Percent Capacity Commuter Rail Caltrain (1998) 34 4,125 3,210 78% Connecticut – New Haven Line[s] (1996) 35a 14,258 12,056 85% Go Transit – Toronto (1998) 8 32,052 30,139 94% MARC – Maryland/West Virginia (1995) 26 5,922 5,150 87% METROLINK – Los Angeles (1999) 46 14,500 n/a 75% Sound Transit – Puget Sound, Washington (2010) 10 b 5,982 5,264 88% TriMet – Portland, Oregon (2010) 4 c 699 280 40% Virginia Railway Express (1995) 13 d 3,901 2,411 62% Heavy Rail Chicago Transit Authority (1998) 15 a 6,506 5,1–5,500 78–85% Metrorail – Miami (1993) 17 9,391 5,030 53% Metrorail – Washington, DC (1995) 39 a 38,137 34,195 90% Southeastern PA Transp. Authority (1993) 3 a 1,133 1,133 100% Light Rail Buffalo (1995) 2 1,400 n/a 70% Calgary (1998) 11 7,354 7,126 97% Dallas Area Rapid Transit (1998) 8 4,190 n/a 86% Denver (2009) 20 11,739 8,517 73% Sacramento (1999) 9 4,120 n/a 55% San Diego Trolley (1999) 23 5,553 1,471 26% Santa Clara Valley Transp. Authority (2009) 21 6,471 1700 26% TriMet – Portland, Oregon (2010) 23 9,606 5,261 55% Notes: n/a: Information not available except by inference based on the “Percent Capacity” values, which come from estimates or other derivations used by the reporting agencies. a Parking fee charged at several or all facilities b South Sounder line, includes adjacent and satellite lots c Includes the parking facility operated by the City of Wilsonville d Parking fee charged at several facilities in the survey year (fees since removed) Sources: TCRP Report 95 (2, 45, 46, 47, 48, 49, 50, 51, 52, 53, 54, 55, 56, 57 ) Exhibit 10-4. Examples of utilization of rail park-and-ride facilities.

98 Guidelines for Providing Access to Public Transportation Stations At rapid transit stations that mainly rely on auto access, there are typically 2.0 boardings per parking space. Half of the stations with parking in the BART system have about 0.4 to 0.6 parking spaces per passenger boarding. Light rail stations display a wide range of parking spaces per boarding space. However, about half of the stations along TriMet’s light rail lines in Portland have between 0.2 and 0.3 spaces per boarding. Planning Guidelines Planning, locating, and selecting park-and-ride facilities calls for assessing and balancing many factors. Sites should be located where there is good highway and transit access, strong rapid transit ridership potential, and locations perceived by passengers as secure. Facilities should be City Year ParkingSpaces Number of Stations Parking Spaces per Boarding Passenger Boardings per Space Heavy Rail Transit Atlanta 1990 17,700 9 0.1 – 0.4 2.3 – 13.6 Boston 2005/2006 17,500 15 0.1 – 0.5 1.8 – 8.3 Chicago 2000/2005 6,700 10 0.1 – 0.3 3.3 – 12.3 Cleveland 2005/2006 4,000 10 0.1 – 0.9 1.1 – 12.3 San Francisco 2003 47,100 29 0.1 – 1.1 0.8 – 10.2 Washington, DC. 2000 58,200 33 0.1 – 0.7 1.5 – 16.9 Light Rail Transit Boston 2005/2006 2,000 6 0.1 – 0.7 1.5 – 15.0 Cleveland 2005 820 1 1.2 0.9 Portland 2006 7,000 17 0.1 – 0.8 1.2 – 6.7 Source: Transit agencies Exhibit 10-5. Parking spaces and passenger boardings for rapid transit and light rail transit lines (stations with parking in selected cities). System Spaces Daily Boardings Spaces per Boarding Boardings per Space Boston (MBTA) – (2005/6) North Station 10,418 24,738 0.4 2.4 South Station 21,758 43,879 0.5 2.0 Chicago (Metra) – (2002) 85,563 149,187 0.6 1.7 Toronto (Go Transit) – 2006 a 27,180 46,670 0.6 1.7 a Sample of system Source: Transit agencies Exhibit 10-6. Parking spaces and passenger boardings at selected commuter rail stations.

Automobile Access and Park-and-Ride 99 located on level land of suitable size and shape with minimum environmental constraints, and their locations (and designs) should be acceptable to the surrounding community. Land should be available, development costs should be reasonable, and environmental impacts should be minimal. The following guidelines cover planning principles, regional location, site selection, facility size, and facility types and costs. The general planning process is covered in detail through the eight-step process described in Chapter 2. Planning Principles Several broad planning principles underlie site locations and selection. The following principles should be considered for any park-and-ride development at or near stations (58). • Locate transit station parking facilities at a sufficient distance from the city center, where access is good, adequate land is available, and environmental impacts are minimal. • Maximize the utilization of existing park-and-ride facilities and ensure that the viability of existing facilities is not threatened by a possible new facility. • Assess the merits of each potential parking location individually, taking into account the likely market and potential demand, as well as the physical, environmental, and cost characteristics of each site. • Construct facilities that will maximize usage, provide good access to rapid transit lines, and promote reverse commuting. • Support community integration of park-and-ride facilities, based on local community input. • Make provisions for the payment of parking fees that could be adopted initially or in the future. • Balance the needs of pedestrians, bicyclists, and transit passengers with the needs of auto- mobiles. • Ensure the safety and security of all users. Regional Location The location of park-and-ride facilities in relation to the city center depends upon topographic features; traffic congestion and travel constraints; rapid transit route and station locations; and land type, density, availability, and costs (3). The following considerations should govern where park-and-ride facilities should be located: 1. Locate in advance of congestion. Park-and-ride facilities in combination with rapid transit lines generate the greatest use (and transit ridership) in travel corridors with the most intense traffic congestion (i.e., peak hour peak-direction freeway speeds of less than 30 to 35 miles per hour). Park-and-ride facilities should intercept motorists in advance of congestion and before points of major route convergence. Sites near junctions of radial transit lines and circumferential expressways or major arterial roads can tap a wide catchment area. Access should be upstream of major congestion points. An example is the large parking garage where Route 128/I-95 crosses the AMTRAK/MBTA Station in suburban Boston. 2. Locate sufficient distance away from the city center. Park-and-ride facilities should be located as far from the downtown area as practical to remove the maximum number of travelers (and VMT) from roadways during peak periods. They generally should be located at least 5 to 8 miles from the city center. They should be far enough away to compensate for the time spent changing travel modes. Increasing parking space on the fringes of the downtown area is not desirable since it could divert existing rapid transit riders from feeder transit service and non-motorized modes.

100 Guidelines for Providing Access to Public Transportation Stations 3. Serve low-density residential areas. Generally population densities in park-and-ride catchment areas should be less than 4,000 to 6,000 persons per square mile or about 4 to 5 dwelling units per net acre. 4. Serve multiple markets. Most rapid transit park-and-ride sites serve downtown travelers. However, there is a growing tendency to also serve other large activity centers along the rapid transit lines. The sites should be located between their catchment areas and major activity centers. Motorists will use facilities that can be easily accessed en route; but they are less likely to backtrack. 5. Locate in safe areas. Sites should be placed in areas that are perceived as safe by patrons. They should not be located in high-crime areas, or in settings that are considered unattractive by users. 6. Complement and reinforce land development. Park-and-ride facilities should be compatible with the surrounding environments. They should generally be placed in low-density areas. Large facilities—especially open-lot parking—should be limited or avoided in town centers, areas of high population and development density, and locations where transit-supportive uses are planned or encouraged around stations. Where garages are built, they should be carefully integrated with their surroundings. 7. Provide fast and frequent rapid transit service. Light and heavy rail rapid transit should operate at frequencies of 10 to 12 minutes or less during peak periods, while service frequen- cies up to 20 minutes are acceptable during midday hours. Headways of 20 to 30 minutes are acceptable for commuter rail service during commute hours. 8. Provide good roadway access. Facilities should be accessible and visible from nearby freeways and arterial roadways. Exhibit 10-7 gives some characteristics of reported “successful” parking lots along rail and BRT lines. The park-and-ride lots are generally located at least 10 miles from the CBD and most are fully occupied on weekdays. Site Selection Potential park-and-ride sites at a given rapid transit station should be evaluated in terms of availability, accessibility, visibility, physical feasibility, land use impacts, environmental compat- ibility, and development costs. Field surveys, analysis of aerial photography, and feedback from community stakeholders will be helpful in assessing and selecting specific sites. Land Use Compatibility Sites should be compatible with adjacent land uses and they should not adversely impact nearby areas. They should achieve a reasonable level of usage relative to development costs. Site selection should give priority (in order of importance) to: (1) land currently in parking use; (2) undeveloped or unused land in public ownership; (3) undeveloped private land; and (4) developed private land. Every effort should be made to place facilities whey they will be acceptable to neighboring areas; they should avoid environmentally sensitive areas. Large park-and-ride facilities generally should not be located in or near town centers or other major activity nodes, or in densely developed areas. This guideline allows high-density, TOD clusters at selected transit stops; separates commuter and local parking demands; and reduces development costs and station impacts. Sites should be of suitable size and shape to permit efficient design of access, parking, and passenger transfer facilities. Irregular or triangular sites should be avoided. Sites should be flat and well-drained so that grading, paving, and drainage can be provided at minimum expense. Soil should be able to support parking lot (or garage) construction. Difficult topography

Automobile Access and Park-and-Ride 101 should be avoided. Sites should also be large enough to provide the desired number of park- ing spaces. Safety and Security Considerations Sites should be visible from approach roads. They should be selected, designed, and developed to allow convenient visual monitoring and to maximize security. Good pedestrian visibility is essential. Sites should have adequate frontage so that access points onto public roadways can be placed away from signalized intersections. Sites should be located in areas that are perceived as safe by users. Safety should be enhanced by providing illumination, eliminating obstacles to visibility, and providing emer- gency communications. Facility Size The size of a park-and-ride facility depends on estimated parking demands, transit service frequencies, street system capacity, availability of reasonably priced land, and environmental Urban Area Dallas, TX Miami, FL Philadelphia, PA Pittsburgh, PA System Facility DART Miami- Dade, Trirail SEPTA Port Auth. ofAllegheny Co Mockingbird GoldenGlades Cornwells Heights South Hills Village Distance (miles) from: CBD 3 12 14 11 Urban Edge 25 4 6 15 Highway 0.3 0.1 0.2 3 Transit Service Mode a LRT, arterial bus Commuter Rail, freeway HOV lane & arterial bus Commuter Rail LRT Frequency b 5 5 15 6 Park-and-Ride Lot Amenities c S, L, K, B S, L, G, K S, L, G, R S, L, G, K, B Lot Capacity – Spaces 750 n/a 1,600 1,000 Weekday Occupancy 750 750 725 1,000 Other Corridor P&R Parking d 3,000 None 922 2,200 a LRT = Light Rail Transit. b Peak period “frequency of transit” serving park-and-ride lot in minutes. c S=shelter, L=lighting, G = security guard, K=kiss-and-ride “drop-off” spaces, R = Restrooms, B = bicycle racks. d Total number of cars parked at other park-and-ride lots in the same corridor. Source: Urban Transportation Monitor (59) Exhibit 10-7. Characteristics of some successful park-and-ride facilities.

102 Guidelines for Providing Access to Public Transportation Stations constraints. In general, more space is needed in low-density suburban areas where there is very little feeder bus or pedestrian traffic. Conversely, where space is limited, priority should be given to providing space for persons with disabilities, passenger drop-off (kiss-and-ride), and short-term parking for drivers waiting to pick-up passengers. Unduly large or small facilities generally should be avoided. Small lots will not provide enough space to justify frequent rapid transit service and may result in issues with spillover parking. Very large facilities may result in long walk distances, or underutilization which would be a poor use of funds and tend to create a negative image of the transit system. Suggested size ranges are as follows: • BRT park-and-ride lots do not need to be very large. Even small shared use lots sometimes work in the right setting. Generally lots should contain at least 250 spaces. An optimum size range is 400 to 700 spaces, although this will vary depending on demand. • Commuter rail and heavy rail transit facilities usually range from 500 to more than 2,500 spaces. In a few cases, lots and garages are larger. These facilities support frequent transit service and draw patrons from a large catchment area. Larger garages and lots may require a grade-separated access road system or involve very long walking distances. They may create congestion on approach roads. • To accommodate daily fluctuations in park-and-ride demand, stations should not average more than 95 percent occupancy over a typical month period wherever possible, to minimize impacts of spillover parking. A design use factor of 80 percent is desirable to allow for long- term growth at the station. Growth could be in the form of additional park-and-ride spaces, increased space for bus bays and shuttles, bicycle parking, or other uses. Spillover parking effects from excess demand can have negative impacts on the surrounding neighborhood. • Facilities should prioritize passenger drop-off and pick-up and handicapped parking. This is especially important for facilities with less than 250 spaces serving rail transit lines. Facility Types and Costs The choice of parking facility—open-lot parking or parking garage (structure) near rapid transit stations—normally depends upon land availability and cost, parking demands and facility capacity, opportunities for multi-use TODs, and environmental effects. Facility Types Parking lots are usually preferable where physical and environmental conditions permit. However, parking structures may be necessary under the following circumstances: • Open-lot parking space is insufficient to meet the anticipated park-and-ride demands and the available land for additional parking is insufficient to meet the demand. • Walking distances between the station entrances and the most remote parking spaces exceed about 600 feet. • The parking footprint must be limited for environmental or land availability reasons. • TOD is planned (or anticipated) adjacent to the station. • Land costs are high and a parking structure would be less expensive in terms of life cycle costs. Facility Costs Development costs for park-and-ride facilities should be kept to a minimum. Open-lot parking is generally less costly than garages. However, when land costs exceed about $50 per square foot, multi-level garages may be less costly. The development and operating costs of parking lots and structures were compared based on current operating experience. Typical unit costs for parking lots and structures are shown in

Automobile Access and Park-and-Ride 103 Exhibit 10-8. These costs are based on values cited in the ITE Transportation Planning Handbook, updated to 2010 (27). They assume 350 square feet per car. The effects of land and construction costs (exclusive of design, interest, and finance costs) are shown in Exhibit 10-9. For land values below $40 to $50 per square foot, surface parking lots are more economical than structures. Where land costs exceed about $100 per square foot, underground parking may be more economical than a surface lot. The specific lot versus garage trade-off points are provided in Exhibit 10-10. Note that while Exhibit 10-9 indicates that a 7-story structure is always most cost-efficient that a shorter structure, this will depend in reality on the total size of the facility. A taller structure built for a small number of vehicles will have a higher portion of floor space used for parking aisles and ramps, limiting the efficiency of building taller structures for small park-and-ride facilities. These trade-offs represent one point in time, and will change depending upon relative changes in lot and garage construction costs over time. In 1989, for example, the trade-offs between surface and structured parking ranged from $25 to $30 per square foot of land costs (42). Annual Cost Comparisons The comparative total annual costs for garages and lots provide additional guidelines. Develop- ment costs include land costs, design and construction costs, financing costs, and annual average debt service costs. Annual operating costs are then added to the debt service costs. Surface Lot Structured Garage Underground Garage Land Costs range from $10 - $100+ per square foot or $3,500 - $35,000 per space. Construction $12 – 15 per square foot or $4,200 – 5,250 per space. $14,000 per space for decks $17,000 per space for multi-level garages $35,000 per space Source: Adapted from Transportation Planning Handbook, 3rd Edition (30) Exhibit 10-8. Typical unit costs for parking lot and garages (2010 costs). Underground Garage $0 $5,000 $10,000 $15,000 $20,000 $25,000 $30,000 $35,000 $40,000 $45,000 $0 $20 $40 $60 $80 $100 To ta l C os t p er S pa ce (L an d a nd C on str uc tio n C os t) Land Value per sq. ft. Exhibit 10-9. Effects of land value on type of parking space (2010 costs).

104 Guidelines for Providing Access to Public Transportation Stations The detailed steps are as follows: 1. Land costs per space are pro-rated based upon the number of levels. 2. A 15% engineering design cost is added to the construction cost per space. 3. The total development costs per space (1 and 2) are increased another 15% to reflect financing costs (e.g., interest during construction period). 4. The annual development costs depend on the anticipated life of the facility (e.g., 25 years) and the likely interest rate (5 percent). Calculations assume a 0.07 capital recovery factor. This factor was applied to obtain an estimate of the annual costs. 5. Annual operating costs per space were assumed as $600 per space for garages and $200 per space for lots. These values are suggested in the ITE Transportation Planning Handbook (the annual difference in operating cost was $400 per space). A second set of computations were performed based upon values used by the BART District; these values were $540/space/year for garages and $350/space for lots, a difference of $190 per space. 6. Computations were performed for surface lots, and 3-, 5-, and 7-level garages. The analysis equated the total annual lot and garage costs from which the break-even land costs were obtained. The resulting costs were divided by 350 to obtain the costs per square foot. The resulting analyses are shown in Exhibit 10-11. The minimum land costs needed for parking structures (including debt service) range from $55 per square foot for 7-level garages to $94–$100 per square foot for 2-level garages (i.e., parking decks). Space Demand Estimates The amount of parking space that should be provided at any given location depends on its traffic potentials, street system capabilities, compatibility with adjacent land use, and the location of reasonably priced land. More parking space is generally needed in low-density suburban areas where pedestrian and feeder bus traffic is minimal. Where space is limited, priority should be given to kiss-and-ride patrons. End-of-line stations typically have larger catchment areas and need more parking. Outlying parking potentials should clearly recognize CBD growth patterns, constraints to increasing CBD parking supply, extension of rapid transit services into auto-oriented areas, and rapid transit ridership. Park-and-ride demand is inversely proportional to transit service levels within the market area, and the level of connectivity to the bus network. Station parking could begin as unpaid and transition to paid parking as needed to meter demand. Park-and-ride space requirements should be estimated for (1) the opening year, (2) a year when parking space usage and ridership has reached its potential (usually three to five years into the future), and (3) the design year (usually 20 years into the future). Facility Break-even Land Cost (dollars/sq. foot) Surface Lot 50 2 Level garage 70 3 Level garage 52 4 Level garage 44 5 Level garage 42 7 Level garage 39 Below ground garage 85 Source: Computed Exhibit 10-10. Land cost breakpoints for parking facility construction.

Automobile Access and Park-and-Ride 105 Generally, the space supply should exceed the peak occupancy by about 10 percent and peak demand should not exceed 90 percent of the available space. Terminal or near terminal stations along heavy rail and light rail transit lines should provide about 25 percent more spaces, if space permits, than initially required to better prepare for untapped potential demand. Estimating demand for the number of park-and-ride spaces (and boarding passengers) at any given station can be done in several ways: • Analogy with similar conditions within a given urban area or in other areas. • Targeted surveys of residents within an influence area of a station. Most patrons come from within a few miles of a station. However, terminal rail rapid transit stations may attract riders from distances of up to about 20 miles to take advantage of faster overall travel times, and potentially lower fares and more frequent service. Catchment areas are usually elliptical with the greatest pull from the outbound side. • Using observed relationships between the number of boardings and the number of park- and-riders. Generally there are between 0.4 and 0.6 parking spaces per boarding passenger at stations along rail transit lines in suburbs. • Using the station access model described in Chapter 5. Typically, about 2 to 6 percent of all parking spaces should be allocated to short-term parking for passenger drop-off and pick-up (i.e., kiss-and-ride). Traffic and Parking Management Guidelines The following operations and management guidelines will prove useful in improving auto- mobile access to, from, and within park-and-ride facilities. Passenger Drop-offs and Pick-ups Passenger drop-offs and pick-ups should be located to avoid conflicts with bus, auto, and pedestrian movements in the station area. • Locate drop-off areas and taxi stands as close as practical to the station entrance without interfering with feeder bus operations, which typically have higher priority. Number of Garage Levels Minimum Land Cost (Dollars per sq. ft.) A C B 2 $100 $94 $70 3 $82 $70 $52 5 $68 $59 $44 7 $64 $55 $42 Difference between Lot Garage and Annual Operating Costs per Space A $400 (ITE Data) B $190 (BARTD Data) C $0 Capital Cost Only (no adjustments for design and finance) Source: Computed Exhibit 10-11. Minimum land costs for structured parking based on annual development and operating costs (2010 conditions).

106 Guidelines for Providing Access to Public Transportation Stations • Clearly mark zones for taxis and drop-off/pick-up activity. • Locate drop-off and pick-up areas to improve safety and minimize congestion impacts. Drivers should be able to stop without impeding traffic flow or delaying transit vehicles. • Provide space for ADA parkers. • Pedestrian areas should be designed with enough space to accommodate passengers waiting to be picked up, with lighting, seating, and weather protection. It may be possible to combine bus and drop-off waiting areas, providing that automobiles do not delay buses. • Optionally provide reserved space for midday riders. Guidelines for Various Users Parking should be located for different users in accord with each access mode’s space requirements: • Locate carpool and motorcycle parking closer to the station entrance than parking for other users. In garages, carpool and motorcycle parking should be located on the first or second floors. • Reserved spaces for car sharing services should be located in high-profile locations, in areas that are closer to station entrances than most of the at-large parking spaces. • No park-and-ride space should be located more than ¼ mile from the station entrance wherever possible. • Design parking to be shared with other users, where appropriate. For example, residential or entertainment uses may be able to use station parking on evenings and weekends. • Pedestrian pathways through parking facilities should be clearly indicated with sidewalks or surface markings. • Design parking access and egress routes to minimize traffic impacts on the surrounding local transportation network. Facility Arrangement and Design The design of park-and-ride facilities should be keyed to the surrounding environment. Consideration should be given to neighborhood character, facility demand, distance from the city center, and the needs of motor vehicles, transit users, and pedestrians. Illustrative design guidelines are shown in Exhibit 10-12. General Considerations The parking space layout generally should be similar to that for other parking facilities. However, facilities must (1) accommodate transfers between automobiles and rapid transit; (2) provide short-term as well as long-term parking and passenger loading areas; and (3) handle most traffic in two short peak periods daily. The bus passenger loading area should be the focal point of pedestrian access. It should be located adjacent to or over the station platforms. There should be convenient, conflict- free pedestrian interchange to, from, and between bus stops, parking facilities, and the station entrance. Internal circulation patterns should separate bus transit, drop-off patrons, and park-and-ride users. Access Concepts and Geometry Access design and location are normally governed by topography, available site front- age, and the types and locations of surrounding roads and connecting transit services. They

Automobile Access and Park-and-Ride 107 should permit easy maneuverability for both autos and transit vehicles, and maximize safety. They should be integrated with the approach and boundary system. Major circulation routes should be located on the periphery of the parking areas to minimize vehicle-pedestrian conflicts. 1. Circulation patterns should be clear and consistent; drivers should be confronted with only one decision at any given time. 2. The capacity of ingress and egress points should be adequate. 3. Sufficient queue storage space should be provided on parking access roads. 4. Transit vehicles should have physically separated roadways and should not be required to use parking lanes. 5. Turning radii are typically governed by bus turning geometry. 6. Parking aisles should be oriented so pedestrians can use them to reach the rapid transit station. Access ramps and roadways that connect park-and-ride facilities to major commuter routes should avoid excessive interruptions from traffic signals, curb parking interferences, or frequent commercial curb cuts. Grade-separated access to major facilities may be desirable, such as found in the Houston, Boston, and Washington, D.C., areas. Access routes should be related to principal patron directions of approach. When practical, park-and-ride traffic should be evenly distributed over boundary routes and should not be unduly concentrated on a single approach direction. When a choice readily exists, it may be desirable for the park-and-ride lot to be located on the right side for signalized inbound traffic to eliminate the need for left-turn entering movements. Design Element Guidelines Distance from activity center served (minimum) 5-8 miles Maximum size Lot (typical) 900 – 1,200 spaces Garage (typical) 1,200 – 1,500 spaces Parking spaces per acre 125 – 135 Square feet per space 400 – 425 Location of bus loading area On-street or within lot Separate bus access Less than 350 spaces Optional More than 350 spaces Yes Maximum passenger accumulation/shelter 80 – 150 people Bus loading berths (typical) 1 to 4 Maximum desirable pedestrian walking distance 1,200 feet Kiss-and-ride spaces (percent of total spaces) 2 – 6% Peaking characteristics Peak hour directional movement as a percent of daily traffic 30 – 40% Peak 15 minutes as a percent of peak hours 30% Source: H.S. Levinson, adapted from various sources Exhibit 10-12. Design guidelines for park-and-ride facilities.

108 Guidelines for Providing Access to Public Transportation Stations Access drives located on the left side of a two-way arterial roadway for left-turn storage lanes should provide for vehicles entering the parking facility. Parking entrances and exit locations should avoid spillback from nearby freeway interchanges or intersections. They should be set back at least 150 feet (preferably 250 feet) from nearby inter- sections and spaced at least 350 feet apart. Access points directly opposite freeway ramps or near signalized intersections should be discouraged. Access points should be placed where park-and-ride traffic does not filter through built-up residential neighborhoods or commercial areas. At least two combined entrances and exits should be provided for facilities with more than 500 spaces. Multi-lane access points and separation of entering and exiting traffic is desirable, especially where facilities exceed 500 spaces. Roadway design and traffic management plans should accommodate peak surges. (About 40 percent of the daily traffic entering a transit park-and-ride site occurs in the facility’s peak hour and 30 percent of the peak hour traffic enters in the peak 15 minutes.) One-way entrance and exits can simplify pedestrian crossings along boundary roads and streets. Traffic engineering analysis should identify where acceleration, deceleration, and turning lanes should be provided at large facilities. They should be installed as specified in the Manual on Uniform Traffic Control Devices and coordinated with nearby traffic signals. Directional and informational signs along major highway routes leading to the park-and-ride facility should make it easy to reach. Internal signage should delineate commuter parking passenger drop-off and pick-up areas and bus passenger loading areas. Facility Arrangement The internal site design should minimize walking distance to rapid transit stations. The following location priorities are suggested in terms of proximity to the station: (1) bus loading/ unloading (when buses use access to park-and-ride); (2) taxi loading/unloading (may mix with buses or cars) (see Exhibit 10-13); (3) handicapped parking; (4) passenger drop-off and pick-up Source: Kittelson & Associates, Inc. Exhibit 10-13. Taxi loading area (Metropark, NJ).

Automobile Access and Park-and-Ride 109 (kiss-and-ride); (5) bicycle and motorcycle parking; (6) short-term parking; and (7) long-term parking (Exhibit 10-14). Exhibit 10-14 shows how park-and-ride facilities can be arranged to give priority access to buses, taxis, and kiss-and-ride patrons. Parking is oriented to enable parkers to use parking aisles as walkways to reach the transit terminal. Entrance and exit points are separated to simplify traffic controls and vehicle routings, and to minimize pedestrian conflicts. Bus Access Bus access to rapid transit station entrances and platforms can be provided in several ways. Buses can use access drives to parking spaces to reach the station entrances. This works where there are less than 350–500 spaces. At larger park-and-ride facilities, buses should have separate roadways to reach station entrances. Many transit agencies provide separate areas for bus access, kiss-and-ride, and park-and-ride. Facilities are clustered around the rapid transit station entrance. An illustrative example is shown in Exhibit 10-15. Where park-and-ride spaces are provided in parking structures, bus access is usually provided around the perimeter of the structure (Exhibit 10-16). Bus roadways should permit passing stopped or standing buses. Buses should not be required to back up within station areas. Exhibit 10-14. Park-and-ride integrated with rapid transit station (New Carrollton, Maryland). Source: © 2011 Google

110 Guidelines for Providing Access to Public Transportation Stations Source: © 2011 Google Exhibit 10-15. Park-and-ride lot separated from bus loading and transit platform access (Willowdale, Ontario). Source: © 2011 Google Exhibit 10-16. Bus access around parking structure (Cambridge, Massachusetts).

Automobile Access and Park-and-Ride 111 Connecting bus service determines many design dimensions. Key design considerations include minimum lateral and vertical clearances and provision of adequate turning radii, roadway widths, and sight distances. Chapter 9 provides more detailed guidance on bus access to rapid transit stations. Bus terminals can also be incorporated into, or on the perimeter of, large parking garages. Kiss-and-Ride Kiss-and-ride facilities (Exhibit 10-17) should be provided wherever possible. These facilities at rapid transit stations typically include areas used for dropping-off and picking-up transit passengers, as well as taxi stands and provisions for paratransit vehicles and private shuttle buses. It may be possible to combine kiss-and-ride and transit areas provided that automobiles not delay transit vehicles (60). Kiss-and-ride facilities should be designed to maximize vehicle turnover, facilitate traffic circulation, and minimize conflicts between vehicles and pedestrians. One-way traffic flow is desirable, and the site access plan should permit vehicles to recirculate. All stations, whether or not they have park-and-ride facilities, should provide kiss-and-ride where practicable, sized to meet forecast or demonstrated demand. Denver RTD suggests that stations located in TOD areas could be accommodated by on-street kiss-and-ride facilities, subject to the review of local jurisdictions. • Except where prevented by physical site constraints, the kiss-and-ride should not exceed 400 feet walking distance from the platform center. • The kiss-and-ride should have a direct line-of-sight to the station entrance. • Pedestrian crossings from the drop-off/pick-up lane should include a stop sign and marked crosswalk. • Signage should direct both vehicles and passengers exiting stations to the drop-off/pick-up area. • The parking spaces for vehicles waiting to pick-up passengers should be conveniently located and visible to the passenger pick-up area. • Pavement should have a maximum 3% cross slope. Source: Kittelson & Associates, Inc. Exhibit 10-17. Kiss-and-ride area (Seattle).

112 Guidelines for Providing Access to Public Transportation Stations • About 7 to 8 minutes time per vehicle is needed on average during the P.M. peak period for vehicles waiting to pick-up waiting passengers. • Taxis should be provided with a separate loading area. Station Pedestrian Circulation Safe and convenient pedestrian access from adjacent streets and from within the park-and-ride facilities is essential. Walking paths should be direct (see Exhibit 10-18). Ideally, distances from parking space to the rapid transit station should be less than 600 feet; distances should never exceed ¼ mile. Parking aisles should be oriented toward the transit boarding area to shorten walking distances and facilitate walking. Special walkways should be provided, at least 5 feet wide. At the rapid transit station entrance, walking and waiting areas should be at least 12 feet wide. The coefficient of directness (ratio of actual length of walking path to the airline distance) should not exceed 1.2 to 1.4. Parking spaces should be as close to the passenger station platforms as possible. Denver RTD specifies that at least half of the parking spaces be located within 600 feet of the station platforms and that all spaces be located within 1,500 feet (air distances). These figures translate into maximum walking distances of 840 and 2,100 feet, respectively (60). Source: Kittelson & Associates, Inc. Exhibit 10-18. Direct and open connection to transit station (Englewood, Colorado).

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

114 Guidelines for Providing Access to Public Transportation Stations 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. Exhibit 10-19. Parking fee schedule at park-and-ride entrance (Metropark, NJ). Source: Kittelson & Associates, Inc.

Next: Chapter 11 - TOD and Station Access »
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TRB’s Transit Cooperative Research Program (TCRP) Report 153: Guidelines for Providing Access to Public Transportation Stations is intended to aid in the planning, developing, and improving of access to high capacity commuter rail, heavy rail, light rail, bus rapid transit, and ferry stations. The report includes guidelines for arranging and integrating various station design elements.

The print version of TCRP Report 153 is accompanied by a CD-ROM that includes a station access planning spreadsheet tool that allows trade-off analyses among the various access modes--automobile, transit, bicycle, pedestrian, and transit-oriented development--for different station types. The appendices to TCRP Report 153 are also available on the CD-ROM.

The items contained in the CD-ROM are also available for download below.

In 2009 TRB released TCRP Web-Only Document 44: Literature Review for Providing Access to Public Transportation Stations, which describes the results of the literature review associated with the project that developed TCRP Report 153.

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