The National Academies Press

Currently Skimming:

Pages 115-129

The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.

From page 115... ... Thus, they may vary along any given rapid transit line. Also important are planning and zoning requirements, cooperative working arrangements between transit agencies and local planning groups, and the presence of planning and policy guidelines. Read the entire page →
From page 116... ... Appendix C provides detailed instructions on using the access planning tool. Some transit agencies have addressed parking constraints by subsidizing the cost of parking structures to make projects feasible for private developers. Read the entire page →
From page 117... ... Exhibit 11-2. Parking structure at a rapid transit station (Sierra Madre Metro Station, Los Angeles) Read the entire page →
From page 118... ... • Residential developments that are located near stations may generate rapid transit trips, especially where transit provides fast and frequent service to the city centers. Parking requirements are linked to non-work travel requirements, since the work trip is likely to be made by rapid transit. Read the entire page →
From page 119... ... TOD works best where there is a strong market and good transit agency and community support. It is generally viable where there is proximate medium to high residential development or where developable land is available (see Exhibit 11-6) Read the entire page →
From page 120... ... TOD in rapid transit station environs should reflect community goals and objectives. The sizes and types of development should be acceptable to the impacted community (see Exhibit 11-8) Read the entire page →
From page 121... ... sf = square feet. TCRP Report 102 (22) Read the entire page →
From page 122... ... Transit and planning agencies should encourage land uses that will contribute to rapid transit ridership. Examples of such uses include residential developments and large office complexes that are clustered around stations. Read the entire page →
From page 123... ... Reported examples are given in Exhibit 11-10. In 2005, about 70 percent of the transit agencies with replacement policies reported requiring one-for-one replacement (or more) Read the entire page →
From page 124... ... periods would reduce these annual costs slightly. Riders The number of rapid transit riders generated by park-and-ride facilities and TOD depend upon the amount of parking space and TOD provided, the trips generated per space or square foot of development, the likely number of passengers per vehicle, and the likely rapid transit capture rates. Read the entire page →
From page 125... ... Parking Type Spaces/1,000 sq ft Total capital costs Annual capital costs a Annual operating costs Total annual Costs Surface Lot Urban 3.3 $11,550 $668 $330 $998 Suburban 2.5 $12,500 $723 $330 $1,053 Above-Grade Structure 2 levels 6.6 $92,400 $5,343 $10,623 $15,966 4 levels 14.2 $198,000 $11,450 $22,010 $33,460 6 levels 19.8 $316,800 $18,320 $34,160 $52,480 Underground 1 level 3.3 $82,500 $4,771 $8,021 $12,792 2 levels 6.6 $198,000 $11,450 $18,050 $29,500 3 levels 9.7 $346,500 $20,038 $29,938 $49,976 Bus Bay 0.2 $200,000 $11,570 $6,158 $17,728 Bike Parking 20 $4,000 $231 $731 $962 Note: Excludes land costs a 4% over 30 years Source: Transportation Planning Handbook (30) Read the entire page →
From page 126... ... , and residential, office, and retail developments. Exhibit 11-14 shows that 1,000 square foot of development could generate approximately five to seven daily riders if dedicated to park-and-ride, while 1,000 square feet of retail would generate slightly higher transit ridership. Read the entire page →
From page 127... ... f Retail calculations assume 50 daily trips per 1,000 square feet and a 10% transit capture. g FAR = Floor Area Ratio Source: Kittelson & Associates, Inc. Read the entire page →
From page 128... ... 9. Where buses and pedestrians are the main means of station access, TOD is usually more desirable than large park-and-ride facilities. Read the entire page →
From page 129... ... In these cases more, rather than less, parking will be required. This situation could also result in increased rapid transit ridership. Read the entire page →

From page 115...

... Thus, they may vary along any given rapid transit line. Also important are planning and zoning requirements, cooperative working arrangements between transit agencies and local planning groups, and the presence of planning and policy guidelines.