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From page 92... ... 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. Read the entire page →
From page 93... ... 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) Read the entire page →
From page 94... ... 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. Read the entire page →
From page 95... ... 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. Read the entire page →
From page 96... ... 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. Read the entire page →
From page 97... ... 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. Read the entire page →
From page 98... ... 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. Read the entire page →
From page 99... ... 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. Read the entire page →
From page 100... ... Light and heavy rail rapid transit should operate at frequencies of 10 to 12 minutes or less during peak periods, while service frequencies up to 20 minutes are acceptable during midday hours. Headways of 20 to 30 minutes are acceptable for commuter rail service during commute hours. Read the entire page →
From page 101... ... 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. Read the entire page →
From page 102... ... 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. Read the entire page →
From page 103... ... Development 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. Read the entire page →
From page 104... ... range from $55 per square foot for 7-level garages to $94–$100 per square foot for 2-level garages (i.e., parking decks) Read the entire page →
From page 105... ... • 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) Read the entire page →
From page 106... ... • 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. Read the entire page →
From page 107... ... 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) Read the entire page →
From page 108... ... 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. Read the entire page →
From page 109... ... 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. Read the entire page →
From page 110... ... 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) Read the entire page →
From page 111... ... 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) Read the entire page →
From page 112... ... . Ideally, distances from parking space to the rapid transit station should be less than 600 feet; distances should never exceed ¼ mile. Read the entire page →
From page 113... ... 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) Read the entire page →
From page 114... ... 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. Read the entire page →

From page 92...

... 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.