Transit Supportive Parking Policies and Programs (2016) / Chapter Skim
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Pages 13-33
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13 important to understand, as transit parking policies are often context-specific and may be affected by local jurisdictional parking policy. This can sometimes result in a patchwork of parking policies within a single transit agency's service area.
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14 0 5 10 15 20 One city/municipal jurisdiction More than one state One county or county-equivalent jurisdiction Multiple counties or parts of counties Number of Agencies FIGURE 2 Survey respondent service area jurisdictions. 0 5 10 15 20 25 30 35 Local Bus Express Bus Demand-responsive Bus Rapid Transit Commuter Rail Light Rail Heavy Rail Other transit types Streetcar Ferry/water taxi Number of Respondents FIGURE 3 Number of respondents by transit service type.
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15 Of the 37 responding agencies, 32 reported that they own or manage park-and-ride facilities. Of the 31 agencies that describe their service area as urban, most (28)
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16 the transit agency, but provide parking for transit riders. This includes parking facilities primarily owned by municipalities, private landowners, and/or other transit agencies.
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17 Agency Bicycle Parking Carpool or Vanpool Green/ Hybrid Electric Charging Stations Compact Vehicles Large Vehicles BART Capital Metro Central Ohio Transit Authority Chicago Transit Authority Delaware Transit Corporation FNSB Greater Cleveland Regional Transit Authority Hillsborough (FL) Area Regional Transit Jacksonville Transportation Authority KCATA King County Metro Transit LA Metro Lane Transit District LIRR MARTA Maryland Transit Administration Metro Transit–Saint Louis Metro Transit (Minneapolis)
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18 spaces available for transit rider use. Equally important is parking demand and patterns of actual parking space utilization.
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19 PARKING PRICING Parking pricing is commonly used to balance supply and demand. Whether or not to charge for parking and how much to charge are perhaps the next most critical aspects of parking policy after the decision of whether or not to actually provide parking.
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20 A recent legislative change raises the possibility that parking charges could change at some RTD facilities. This change, which was backed by the RTD Board, was made after several municipalities lobbied to have parking structures (as opposed to surface parking lots)
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21 To accommodate the limited share of park-and-ride commuters, the 44 Metrorail stations with parking offer either hourly or daily paid parking on weekdays, with parking free at all stations on weekends and holidays. Thirty-six of these stations offer reserved parking until 10:00 a.m.
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22 park at 23 stations, plus it instituted a $7 daily rate at the West Oakland BART station. Lower fees were maintained at five stations.
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23 As indicated previously, 73% of respondents (11 of 15) reported that they charge for parking to generate revenue.
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24 community, particularly by introducing people to COTA who are typically not regular transit riders. In 2014, COTA created a new, permanent 88-space parkand-ride facility in the city of New Albany, replacing a smaller 26-space lot that was leased from a nearby church.
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25 and destinations; and Metro Transit (Minnesota) that has a corridor-specific park-and-ride policy.
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26 in those facilities for bicycle storage, carpool vehicles, and electric or other low-emissions vehicles. All survey respondents that provide vehicle parking also provide some form of nontraditional parking, with the most common type being bicycle parking.
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27 Three agencies reported on the use of Joint Development Agreements or other public–private partnerships to fund parking facilities. NJTRANSIT mentioned the use of financing backed by parking revenue in addition to the agency's capital program.
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28 Agency Profile: Metro Transit Joint Use Agreements Metro Transit is the primary public transit operator in the Twin Cities region of Minnesota. The agency operates bus, bus rapid transit, light rail, commuter rail, and paratransit.
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29 Sharing Transit Parking During Off-Peak Periods Because the peak demand for park-and-ride parking is typically on weekdays during traditional business hours, many transit agencies permit other drivers to use the parking facilities outside of peak hours. Most respondents that own or manage parking (25 of 33 agencies, 76%)
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30 Revising the Approach Having learned lessons from its experience with the Lindbergh Station, MARTA has recently shifted attention and resources back to its TOD program and is currently in the process of forming joint development agreements at multiple stations. It has taken a revised approach to parking retention and other site development dynamics; the agency calculates the average utilization of station parking over a 5- to 7-year period and uses this number as the basis for parking replacement targets.
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31 Historically, BART has had a one-for-one parking replacement requirement for any development that affected its existing parking facilities. In recent years, as more development has occurred at BART, it became clear that this policy was negatively impacting the agency's ability to jointly develop its valuable land assets.
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32 1 4 3 7 18 0 5 10 15 20 Transportation utility fees Development impact fees Negotiated exactions Air rights development Joint development Number of Responses FIGURE 20 Value capture strategies in use. 600 feet of all stations, and within 1,200 feet if the development occurs along a "pedestrian street." In the St.
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33 of parking (carpool/vanpool preference, time limits, and innovative technologies) , and increases the supply of parking cost-effectively (re-striping, tandem parking, and mechanical parking)
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