Paid Parking at Park & Ride Lots: Framing the Issues. Capital Programs Committee May 2014
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1 Paid Parking at Park & Ride Lots: Framing the Issues Capital Programs Committee May 2014
2 Outline Current Status Industry Review DART Case Study Issues Alternatives Mechanics 2
3 Current Status: All Lots Paid parking at Fannin South and Cypress Parking fee and method of controlling access vary Free parking at 26 Park & Ride lots Utilization: 10% 100% 85% or higher utilization at six lots: Cypress Grand Parkway Kingsland Missouri City - SH 6 Townsen West Bellfort 3
4 Current Status: Fannin South Local bus and rail service $3.00 charge per vehicle No exceptions for transit users Parking fee to control demand due to proximity of TMC, Reliant On-site attendant (METRO employee) Parking paid via parking machines, monthly contract Event parking: $15; Rodeo parking $20 Both include free round-trip rail fare for all vehicle occupants 4
5 Current Status: Cypress Park & Ride service only Bus riders, registered vanpool riders and residents of adjacent apartment complex park free All others pay $2.00 to enter garage before 9:00 AM ($1.00 for holders of discounted METRO Q fare card) Parking paid via METRO Q validator Lot access restricted to METRO Q fare card holders Parking fee to control demand due to (previous) carpool volume 5
6 Park & Ride Locations and Utilization 6
7 Highest Utilization Lots: Cypress 1,500 Spaces, 94% Utilized 7
8 Highest Utilization Lots: Missouri City - SH Spaces, 100% Utilized 8
9 Highest Utilization Lots: Grand Parkway 423 Spaces, 100% Utilized 9
10 Highest Utilization Lots: Kingsland 2,377 Spaces, 93% Utilized 10
11 Highest Utilization Lots: Townsen 996 Spaces, 86% Utilized 11
12 Highest Utilization Lots: West Bellfort 2,024 Spaces, 96% Utilized 12
13 Current Status: Summary No existing policy governs charging for parking Fees charged at Cypress and Fannin South reflect their unique situations Per FTA, adding a parking charge to other lots will require the adoption of a parking policy Most Park & Ride lots have capacity for growth Six lots are nearing or at capacity: Cypress already has controlled access Grand Parkway and Missouri City are leased, requiring coordination with the property owners METRO owns West Bellfort and Kingsland TxDOT owns Townsen 13
14 Industry Review: Other Agencies According to the National Transit Database, six of 69 agencies operating bus and/or light rail service currently charge for parking: Los Angeles County Metropolitan Transit Authority (LA) Regional Transportation District (Denver) Massachusetts Bay Transportation Authority (Boston) New Jersey Transit (Newark) Kitsap Transit (Bremerton, WA) Sacramento RTD (Sacramento) 14
15 Industry Review: Who Pays and Where? Category Agencies All vehicles, all lots All vehicles, overcrowded lots Vehicles parked in reserved spaces Vehicles registered outside the service area 15
16 Industry Review: How and How Much? Fees range from $1 - $12 per day Average maximum fee: $5.83 Fees are in addition to bus/rail fare Monthly parking permits available Payment Method Agencies Cash Credit/Debit Mobile 16
17 Case Study: DART Issue: Capital costs of DART services used by residents of non-member cities Added 1,800 parking spaces in response to overcrowding at outlying lots; Heard complaints by residents of member cities who remained unable to access parking at lots Instituted two-year pilot project on April 5, 2012 with demonstration at two terminal light rail stations Added two more locations by December 2012 Ended program April 3,
18 Fair Share Parking Program goals were: Manage park and ride lot capacity through pricing Focus on three overcrowded light rail stations and one park and ride lot Address the equity issue of providing transit capacity for non-service area users Reward commitment to DART by member cities by providing free parking to their residents Increase net transit revenue from paid parking Outsourced majority of on-site administration to Platinum Parking 18
19 Mechanics Service area residents with permits parked free in unreserved spaces Permits issued on-site by Platinum Parking personnel, DART concierge at Parker Road Station Verification of residency and vehicle ownership required Non-residents paid $2/day for non-event parking; $4/day for event parking Monthly reserved parking available ($30 resident; $60 non-resident) Pay stations used for daily parking; hang tags for monthly parking 19
20 Outcomes Goal: Manage park and ride lot capacity through pricing Non-residents moved to closest free lots Goal: Address the equity issue of providing transit capacity for non-service area users Method of registering residents on-site considered efficient, but with high administrative costs Goal: Increase net transit revenue from paid parking Minimal impact on ridership Revenue insufficient to cover costs 20
21 New Parking Policy Policy provides free reserved parking for service area residents at lots meeting all three criteria: Maximum weekday lot utilization 85% Non-service area vehicles > 45% On-site DART concierge staff on weekdays Parker Road is the only lot that currently meets requirements 21
22 Policy details: New Parking Policy Reserved spaces (A) available to vehicles with permits Unreserved spaces (B) available to all Permits available from preexisting DART concierge 22
23 Questions to Consider: Paid Parking Should METRO charge for parking at Park & Ride lots? Why? Who? Where? How much? What impact would charging for parking have on METRO s ridership, revenue, and function as the primary regional transit provider? 23
24 Why Could METRO Charge for Parking? To recoup some capital costs of serving non-service area residents? To manage demand at overcrowded lots? To increase revenue? Issues Charging non-service area residents to park could impede METRO s ability to work with other regional entities with which it shares Federal funds. Revenue gained from charging for parking will be offset by increased costs and potentially decreased ridership. May lead to increased main lane usage and congestion, counter to METRO s goal of reducing congestion. May lead to increased HOT lane congestion, slowing traffic for all HOT lane users Will lead to public outcry; perception that higher Park & Ride fare already contributes to capital costs. 24
25 Who Should Pay for Parking and Where? Vehicles parking in reserved spaces? Vehicles parking at overcrowded lots ( 85% utilization), that are registered outside the METRO service area? All vehicles parking at overcrowded lots? All vehicles parking at all lots? Park & Ride riders, Local riders, or both? Issues: Several lots served by Local routes; those riders would experience a greater perceived fare increase, potentially leading to Title VI concerns Charging at some lots encourages movement to closer-in, free lots Charging at many lots multiplies implementation and administrative costs Coordination with leased lot property owners to determine the viability of charging for parking 25
26 How Much Should Parkers Pay? No charge for bus riders; fee for all other parkers? No charge for vehicles registered within the service area; charge for all other vehicles? Lesser charge for vehicles registered within the service area than for vehicles registered outside the service area? Issues Adding parking charge to bus fare effectively raises the fare, which can reduce ridership Reduced ridership can increase HOT lane and freeway congestion Available technology can limit fee options If new fare media created, will lead to an increasingly complicated fare structure for riders and operators 26
27 Alternatives to Paid Parking Add signage to lots restricting use to bus riders and warning that other vehicles may be towed Must be coupled with periodic observation and enforcement Relocate vanpools to other locations; recommend other locations to carpoolers. Successfully reduced overcrowding at Fuqua Park & Ride Reserve spaces for service area residents at no charge. Promote less crowded, closer-in lots by temporarily reducing the fare Encourage other cities to join METRO 27
28 Mechanics: Controlling Access Considerations Gates Controlled by METRO Q fare card Controlled by personnel Adding gates to existing lots can cause congestion and traffic backup at entrances, leading to customer and neighborhood dissatisfaction Enforcement On-site personnel required at each lot Towing costs Increased calls regarding towed vehicles 28
29 Mechanics: Payment Methods Considerations Parking Machines Cash Credit/Debit METRO Q fare card Determine location, number per lot Availability of infrastructure METRO Q Card Validator Mobile Payments Parkmobile (used by COH), PayByPhone Option in Unwire App (Out of scope) 29
30 Mechanics: Facility Modification Considerations Numbering and restriping spaces Installation of access gates Installation of parking machines Installation of signage and graphics 30
31 Mechanics: Regulatory Compliance Considerations Adoption of parking policy Solicitation of public comment Opportunities for public participation Requires Board approval Can launch pilot project before parking policy adopted Institution of parking fees requires fare equity analysis Must be able to demonstrate that adding fees does not disproportionally impact minority or low-income riders. Survey of lot users before and after to document effect of change TxDOT required to approve parking charges at their lots (Townsen, Fuqua, Monroe, North Shepherd, and South Point) 31
32 Closing Observations Most peer properties do not charge for parking at Park & Ride lots or light rail stations Of those that do, most restrict it to the lots with highest utilization Charging for parking is a tool; different agencies leverage it in different ways How METRO chooses to use it will depend on its overarching goals 32
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