Park-and-Ride Lot Master Plan

Transcription

1 Park-and-Ride Lot Master Plan Prepared for the: San Joaquin Council of Governments Park-and-Ride Lot Master Plan Study Prepared by: 1000 Broadway, Suite 450 Oakland, CA (510) October 31, 2007

2 Acknowledgements The development team would like to acknowledge the valuable contributions of the individuals who served as the project s Technical Working Group. They provided vital information at various committee meetings and significant technical review and comments on this final report and the other products of the project. The Technical Working Group members were as follows: Technical Working Group Member Donna Aflague Lesley Miller Annette Clark Armando Soria Tom Dumas Kari Wilson Mark McAvoy Tiffani Fink Alex Menor Ripon Bhatia Richard Blackston Lt. Col Joe Pellegrino Organization San Joaquin Council of Governments San Joaquin Council of Governments Caltrans Caltrans Caltrans San Joaquin Regional Transit District City of Lathrop City of Lodi City of Stockton City of Tracy Citizens Advisory Committee of Lodi Citizens Advisory Committee of Manteca i October 31, 2007

3 Table of Contents EXECUTIVE SUMMARY... E INTRODUCTION Purpose of Plan Primary Target for Program INVENTORY Inventory Results Capacity and Utilization Locations Conditions Summary IDENTIFICATION OF FUTURE PARK-AND-RIDE LOT NEEDS Methodology Current Need Future Need Current and Future Residential Growth Future HOV Plans Summary ASSESSMENT OF SITE LOCATIONS FOR FUTURE LOTS Existing Lots Expansion New Park-and-Ride Lots New Official Park-and-Ride Lot in Informal Lot Area New Park-and-Ride Facilities to be Provided by New Developments Park-and-Ride Lot as Part of a New Interchange Project Transit Requirements and Considerations for New Park-and-Ride Facilities Estimation of Number and Size of New Park-and-Ride Lots Needed Expected Growth in San Joaquin County Population Expected Growth in Total AM Peak Hour Freeway Volumes Historical Growth in San Joaquin County Park-and-Ride Use ITS APPLICATIONS Security Systems for Park-and-Ride Closed-Circuit Television (CCTV) Surveillance Camera System Implementation Functional Requirements Surveillance System Cost Estimate Real-time Information System Availability of Spaces at Specific Park-and-Ride Lot Real-Time Travel Time and Transit Information Dissemination of information Other Applications Real-Time Information System Cost Estimate ii October 31, 2007

4 6.0 COST ESTIMATES Development of Cost for Prototypical Park-and-Ride Lots Estimate of Cost for Ten-Year Park-and-Ride Capacity Expansion FUNDING OPTIONS Surface Transportation Program Congestion Management and Air Quality USDOT Urban Partnership State Transportation Improvement Program Traffic Congestion Relief Program Proposition 1B Transportation Development Act Caltrans SHOPP Funds Integration with Other State and Regional Operational Improvement Projects Measure K City Impact Fees Developer Contributions Public-Private Partnerships Funding Summary iii October 31, 2007

5 List of Figures Figure 1 Origins of 2005 Altamont Pass Commuters... 3 Figure 2 Capacity and Utilization of Existing Park-and-Ride Lots... 8 Figure 3 Single-Family Dwelling Unit Growth Figure 4 Planned Developments in the City of Stockton Figure 5 General Plan Map for City of Lathrop Figure 6 General Plan Map for Mountain House Development Figure 7 General Plan Map for City of Lodi Figure 8 Priority for HOV Lane Implementation Figure 9 Proposed and Existing Park-and-Ride Lot Locations Figure 10 Park-and-Ride Lot at I-5/SR-12 Interchange in Lodi Figure 11 Location of Big League Dreams Sports Park Figure 12 Weston Ranch in Stockton Figure 13 I-205 and Mountain House Parkway in Mountain House Area Figure 14 Northern part of Mountain House Area Figure 15 I-5/Lathrop Road Interchange Area Figure 16 Feasible Options for New Park-and-Ride Facilities or Existing Facility Expansion Figure 17 Expected Average Annual Percentage Growth in AM Peak Hour On-Ramp Traffic Figure 18 Potential Locations for New Park and Ride Lots and Capacity Expansion Figure 19 Moveable and Fixed-view Cameras Figure 20 Pictures of Emergency Phone Box Figure 21 System Architecture of Surveillance System Figure 22 Picture of In-Pavement Sensor Figure 23 Data Flow Diagram for Real-Time Information System Figure 24 Prototypical Park-and-Ride Design Used for Cost Estimation List of Tables Table 1 List of Existing Park and Ride Lots... 5 Table 2 Inter-regional Bus Routes... 6 Table 3 Capacity and Utilization of Existing Park-and-Ride Lots... 9 Table 4 Summary of Capacity and Utilization Data by Jurisdiction... 9 Table 5 Population and Employment Forecasts for San Joaquin County Table 6 Historical Park-and-Ride Utilization in San Joaquin County Table 7 Unit Costs for Park-and-Ride Lot Surveillance System Table 8 Unit Costs for Park-and-Ride Lot Real-Time Information System Table 9 Estimated Cost of Prototypical Park-and-Ride Lots Exclusive of Land Table 10 Detailed Planning-Level Estimate of Cost Exclusive of Land for Prototypical Park-and- Ride Lots (2007 Dollars) Table 11 Potential Funding Sources for Park-and-Ride Expansion iv October 31, 2007

6 Park-and-Ride Master Plan for San Joaquin County Executive Summary PURPOSE AND SCOPE San Joaquin County, like other counties in California s Central Valley, is home to thousands of people who commute regularly to jobs outside the county where they live. These long-distance commutes have a significant impact on roadway volumes and also contribute to air pollution which is a serious problem in the Central Valley. Park-and-Ride lots are vital change of mode facilities where individuals meet and then group-travel to their destinations via vanpool, carpool or transit. If the regional park-and-ride program is to keep pace with the increase predicted in long-distance commuting, provisions must be made to make new park-and-ride lots an integral part of the expansion of the regional freeway system. The purpose of the Park-and-Ride Master Plan for San Joaquin County is to provide a long-range comprehensive guide for developing the park-and-ride system for the county. The plan describes the existing facilities in the county, their condition and their current level of use. It also identifies future needs for park-and-ride based on expected growth and commute patterns, transit services and potential HOV improvements in the county. The number of spaces and potential locations of future park-and-ride lots provided in the plan address the needs for the housing developments and road improvement projects that are currently in the planning stage. As new projects emerge over time, the plan should be modified to address the needs that these projects would generate. Desirable features for future lots are described including signage, lighting, fencing, landscaping, and bus shelters. Intelligent Transportation System (ITS) elements to provide lot security, emergency communication and traveler information are also explored. Cost estimates for construction and amenities are provided for new park-and-ride lots based on several prototype lots of varying sizes. Opportunities for funding the park-and-ride expansion program from federal, state, regional local and private sector sources are also identified. EXISTING PARK-AND-RIDE FACILITIES AND USE An inventory was conducted of the sixteen park-and-ride lots in existence when the project began. 1. These sixteen lots have a total capacity of 796 spaces. A list of the lots, their capacities and the existing utilization of each is provided in Table E-1. Fifteen out of the sixteen park-and-ride lots are small to medium size lots that provide less than 60 parking stalls for parkand-ride users. The remaining lot provides 180 parking stalls. Four of the park-and-ride lots are 1 Near the end of the study, a new shared-use lot was made available for park-and-ride in Manteca. The Big League Dreams Sports Park now provides roughly 500 spaces for park-and-ride. An additional park-and-ride lot with 35 spaces at the interchange of SR 99 and Morada Lane in Stockton was also added to the list of official park-and-ride lots near the end of the study. Neither of these lots were on the official list of park-and-ride lots at the beginning of the study and were not included in the inventory. Executive Summary E-1 October31, 2007

7 dedicated lots while the other twelve lots are located in shared-use parking lots in shopping centers, community centers, and churches. When the survey of existing lots was conducted, 621 of the available 796 stalls (78%) were occupied. The majority of the surveyed lots had a utilization rate of 50 percent or greater. Among those, four were overflowing with vehicles parked outside the dedicated park-and-ride spaces or areas and two were near capacity. The only facility that is consistently underutilized is the Factory Outlet Center lot in Tracy. This is due primarily to its location with respect to the freeway ramps and the lack of inter-regional bus service to the lot. Table E-1 Capacity and Utilization of Existing 2 Park-and-Ride Lots No. Park-and-Ride Lots Jurisdiction No. of spaces % Occupied Caltrans Park-n-Ride SR-99/SR-12 Lodi 40 53% 2 Omelet House SR-99/Victor Road Lodi 30 93% 3 Flag City - I-5/SR-12 Lodi % 4 Calvary Church - Kelley Drive Stockton % 5 Marina Center - I-5/Ben Holt Drive Stockton % 6 Wal-Mart SR-99 /Hammer Lane Stockton 56 20% 7 Bethany Church - I-5/Michigan Avenue Stockton 45 60% 8 Grace of Assembly of God Church Fremont Street/Golden Gate Avenue Stockton 49 77% 9 Community Center 5th Street Lathrop 48 96% 10 Brethren Church - Northgate Street Manteca 40 60% 11 Wal-Mart SR-120/Main Street Manteca % 12 City Park-n-Ride - Naglee Road/I-205 Tracy % 13 Factory Outlet Center - I-205/MacArthur Drive Tracy 45 1% 14 Nestle Parking Area SR-99/Main Street Ripon 40 50% 15 Crossroads Center SR-120/Escalon Escalon 15 14% 16 City Park-n-Ride - Viking / Main Street Escalon 40 68% 2 Does not include the Big League Dreams Sports Park lot in Manteca and the SR 99 and Morada Lane lot in Stockton A majority of the lots are in satisfactory condition and include signage or pavement marking. The Wal-Mart parking lot near SR-99 at the Hammer Lane Interchange and the Bethany Church parking lot near I-5 at the Michigan Avenue are the two exceptions. Installation of park-and-ride signage is not allowed in these leased privately-owned parking lots. A few of the existing shared-use lots have cracked pavement and faded parking striping that should be repaired and repainted, but in general, the pavement damage was not serious enough to discourage usage or represent a hazardous for drivers. The amount of lighting equipment installed appeared to be adequate in most of the lots except for a few of the church lots such as at Northgate Brethren Church in Manteca and Grace of Assembly of God Church at Fremont Street and Golden Gate Avenue in Stockton where the lighting fixtures provide only minimal visibility in the lots before sunrise and after sunset. Executive Summary E-2 October31, 2007

8 PROJECTED FUTURE NEED FOR PARK-AND-RIDE CAPACITY Future need for park-and-ride capacity was determined by assessing the following factors: Where current demand is exceeding the capacity at existing park-and-ride lots; Where informal park-and-ride is occurring; Where new residential and commercial developments are planned; Where new population growth is forecasted to occur; and Where HOV lanes may be implemented on the freeway system. According to the inventory results, existing lots that are operating at or over capacity include: 1 Flag City lot near the I-5 and SR-12 in Lodi, 2. Wal-Mart lot near SR-120 and Main in Manteca 3. Marina Shopping Center lot near I-5 and Ben Holt Drive in Stockton 4. Calvary Church lot on Kelley Drive in Stockton 5. Lathrop Community Center at 5th Street 6. SR-99 and Victor Road interchange in Lodi. Adding capacity to these lots might be achieved by increasing the number of park-and-ride spaces in the lease contractor by introducing new lots near these over-capacity lots.. SJCOG and local agency staff have indicated that there are also informal park-and-ride locations within the county. Two of these park-and-ride lots are located in Stockton at Weston Ranch and at old Wal-Mart near SR-99 and Hammer Lane. Ten vanpools with a minimum of 8 to 10 riders originate in Weston Ranch and there are 13 to 17 commuters daily using the SJRTD interregional bus route that stops at the closed park-and-ride lot in old Wal-Mart near SR-99 and Hammer Lane. The existence of these informal lots is an indication of demand that is not being met with official park-and-ride lots. The assessment of future population growth was based on a combination of information from the local jurisdictions about planned new subdivisions and the SJCOG regional forecasts of population growth by traffic analysis zones. Based on these two sources of information, the areas that are most likely to experience substantial growth include the following: 1. Northern Stockton, along Eight Mile Road, 2. Northern Stockton around SR-99 and March Lane 3. Southern Stockton around the French Camp Road, 4. Area adjacent to the interchange of SR-99 and Mariposa Road in Stockton, 5. Northern and western parts of Lathrop, 6. Southern and western parts of Tracy, 7. Central Manteca, and 8. Mountain House district. Executive Summary E-3 October31, 2007

9 A total of twenty-two locations were identified where additional capacity was needed. There are currently no park-and-ride facilities near Eight Mile Road, northern and western parts of Lathrop, nor in the Mountain House area. Therefore, these are the locations with the highest need for new park-and-ride lots. For the other rapidly growing areas, Tracy and the southern part of Stockton, increased demand in the future could be met by expanding the capacity of existing lots or by development of new lots. As part of the San Joaquin Regional Ramp Metering and HOV Lane Study that DKS is performing for SJCOG, a methodology was developed to identify the potential for HOV lanes on each segment of freeway within the county. Based on the results of the analysis, I-205 and I-5 (from I-205 to Hammer Lane) emerge as the highest priority for HOV lanes. SR-99 from SR- 132 in Stanislaus County to Hammer Lane emerged as having strong potential for HOV when a fourth lane is added to this segment. Once HOV lanes are introduced, the number of carpools, vanpools, and transit services traveling on these freeways are expected to increase because of the travel-time advantage provided by the HOV lane. To support and encourage ridesharing, additional park-and-ride capacity should be provided at major freeway interchanges along the freeway segments with HOV lanes. An assessment of the future demand over the next ten years relative to the existing supply of park-and-ride spaces indicated a need for roughly 400 to 600 new spaces in seven to ten different locations. With the recent addition of the Big League Dreams Sports Park in Manteca (500 spaces) and the SR 99 and Morada Lane lot in Stockton (35 spaces), the total park-and-ride capacity in San Joaquin County is about 2100 spaces. The assessment of future demand indicated a rate of increase of roughly one additional park-and ride space for every 110 new housing units. This ratio provides a useful indicator of how many new spaces should be provided for a new development and where in the region the new spaces should be provided. POTENTIAL LOCATIONS FOR NEW PARK-AND-RIDE CAPACITY After identifying twenty-two areas that need new park-and-ride capacity, an assessment was made of the feasibility of introducing new park-and-ride capacity in each area. The assessment was conducted using the evaluation criteria listed below. Expansion of existing park-and-ride lots New housing developments as a location or source of funding for future park-and-ride lots Existence of vacant parcels of land with potential for future park-and-ride lots Location of existing or future commercial development as a site for future park-and-ride lots Availability of Caltrans right-of-way for dedicated park-and-ride lots Location of future interchange improvement projects Executive Summary E-4 October31, 2007

10 Proximity to interregional transit was also considered to be an important criterion in identifying locations for future park-and-ride lots. An important function of the existing lots that are attracting high demand is serving the parking needs for the intercity commuter bus services operated by SJRTD. Based on the assessment of these factors, twenty-two locations were identified. These locations are illustrated in Figure E-1. These locations reflect known plans for development or highway improvement. Additional locations may also emerge in other areas of the county. The ratio of new spaces to number of new housing units will be useful in providing flexibility in the location of new spaces and for extending beyond the time frame of the known development plans and highway improvements. Executive Summary E-5 October31, 2007

11 Figure E-1 Feasible Options for New Park-and-Ride Facilities or Existing Facility Expansion Executive Summary E-6 October31, 2007

12 POTENTIAL ITS APPLICATIONS TO SUPPORT PARK- AND-RIDE Two major ITS strategies for park-and-ride lots were examined as part of the project: strategies that provide security and other amenities at park-and-ride lots and strategies that provide real-time travel and parking information to commuters. These strategies would help the commuters in the following ways: 1. Provide emergency communications at the park-and-ride lot for security 2. Provide security through video surveillance systems at park-and-ride lots and to confirm lot utilization 3. Provide information about the availability of parking spaces at specific lots on a real-time basis. 4. Provide real-time information at the park-and-ride lots about the next scheduled transit service and/or the travel time advantage provided by HOV lanes The Technical Working Group for the project indicated that the highest priority in the short term should be to improve the security of the existing and future park-and-ride lots. Providing a safer and more secure location for long-distance commuters to park their vehicles could have a positive effect on the usage of the park-and-ride lot and in so doing, support ridesharing and the use of long distance bus routes. ITS strategies that provide video surveillance of the lots in with adequate lighting, communication of video images to a central location for monitoring and on-site emergency telephone service were all examined and a preliminary plan developed. Having ITS strategies to provide real-time travel information could also support the park-and-ride program. The primary objective of providing real-time traffic information would be to increase use of transit services, ridesharing and park-and-ride facilities by helping drivers to make more informed decisions about commuting options. Real-time information that could be provided to the users includes the following: availability of parking spaces at specific lots, next scheduled inter-regional transit service at specific lots, and travel-time advantages provided by HOV lanes. This information could be displayed on dynamic message signs on the freeways at locations that would enable drivers to make informed decisions and be able to safely access the designated park-and-ride lot. The information could also be made available through other traveler information services such as the internet, highway advisory radio, and 511. Executive Summary E-7 October 31, 2007

13 COST ESTIMATE The construction cost for new park-and-ride lots (in 2007 dollars) was estimated by considering prototype lots of four different sizes: 50 spaces, 100 spaces, 150 spaces and 200 spaces. DKS used recent costs for park-and-ride facilities in Northern California to develop cost for each of the prototype facilities. These estimates included all construction costs for a new lot except land costs and the costs for the ITS elements described above. A summary of the costs is presented in Table 9E-2. Table E-2 Estimated Construction Cost 3 of Prototypical Park-and-Ride Lots Exclusive of Land Number of Spaces Estimated 2007 Cost Average Cost per Space 50 $714,000 $14, $1,188,000 $11, $1,696,000 $11, $2,162,000 $10,800 3 Construction cost estimates do not include land costs or cost for ITS elements. Using the estimates of cost for prototypical lots, the total estimated construction cost for adding 400 to 600 spaces over ten years would be roughly $5.5 to $8.5 million for the tenyear program in 2007 dollars, exclusive of land costs, if all cost were borne by the public sector. Planning-level cost estimates were also developed for implementing the two ITS programs described above: a security and emergency communication system and a real-time travel and parking information system. The estimated cost of implementing the surveillance and emergency communication system at all sixteen existing lots was approximately $5.5 million and the operation and maintenance cost per year after the implementation was approximately $800,000. A large portion of the maintenance cost is labor cost for attendances at TMC and emergency responders. The estimate assumed the installation of an adequate number of CCTV cameras and emergency phone boxes, new communication system between the lots and the local TMC, and new software and hardware required at the local TMC. The estimated implementation cost of implementing the real-time travel information systems for all sixteen existing lots was approximately $8 million and the operation and maintenance cost per year after the implementation is approximately $700,000. A large portion of the maintenance cost is labor cost for attendances at TMC and emergency responders. The estimate assumed the installation of in-pavement sensors or loop detectors Executive Summary E-8 October 31, 2007

14 for real-time occupancy data, communication system between the lots and the TMC, and an adequate amount of changeable message sign on the freeways. POTENTIAL FUNDING A variety of potential sources were identified for funding the expansion of park-and-ride capacity, to maintain and operate the lots or to implement the ITS elements described. These sources are summarized in Table E-3 The only funding that is currently earmarked specifically for park-and-ride is approximately $124,000 per year in the Measure K Renewal. Most of the other federal and state funding sources are formula based and park-and-ride would compete with other needs in San Joaquin County. The highlighted sources in Table E-3 are more likely to represent new funds for San Joaquin County because they are more discretionary and getting the funds for park-and-ride would not necessarily be at the expense of other transportation programs in the county. Table E-3 Potential Funding Sources for Park-and-Ride Expansion 4 Funding Source Initiating Agency Program Level Surface Transportation Program (STP) Congestion Management & Air Quality (CMAQ) USDOT Urban Partnership Proposition 1B Transportation Development Act (TDA) Measure K San Joaquin Council of Governments San Joaquin Council of Governments San Joaquin Council of Governments or Caltrans San Joaquin Council of Governments San Joaquin Council of Governments San Joaquin Council of Governments Federal Federal Federal State State Local Caltrans State Highway Operation and Protection Program (SHOPP) Funds Caltrans State State Transportation Improvement Program - Regional Caltrans State Executive Summary E-9 October 31, 2007

15 State Transportation Improvement Program Interregional Caltrans State City Impact Fees Cities of San Joaquin County Local Developer Contributions Cities of San Joaquin County Local Public Private Partnership San Joaquin Council of Governments and Cities Local 4 The highlighted sources represent discretionary funding programs that could mean new funds for San Joaquin County for park-and-ride. The analysis of potential costs and the available funding sources clearly demonstrates the need for participation of the private sector. Because the growth in housing in the county is expected to significantly increase the long-distance commuting and the traffic congestion and air quality impacts that will result, requiring the provision of park-and-ride spaces as a condition of new development is a logical and essential element of the program. Making new park-and-ride facilities a part of new commercial developments is also the most efficient and effective method for providing the new spaces because there is often excess capacity in shopping centers where the parking supply is most often designed to meet a maximum demand that occurs on weekends or during holiday shopping periods. Spaces would otherwise go un-used on weekdays if not made available for park-andride. Using space in shopping centers for park-and-ride also provides an additional level of security for the users because of the commercial activity around the lot during most of the hours that the spaces are used by the commuter. The owners of the shopping centers also benefit from the shared-use arrangements because they get exposure to the commuters as potential customers on a daily basis. Churches can also be an appropriate location for shared use of the lots for park-and-ride if there is adequate lighting and other design features. Church lots are generally designed to meet a Sunday peak demand and the spaces are only lightly used for church purposes on weekdays. Executive Summary E-10 October 31, 2007

16 1.0 INTRODUCTION 1.1 Purpose of Plan The Park-and-Ride Master Plan for San Joaquin County was prepared to provide a longrange comprehensive guide for developing the park-and-ride system for the county. The plan describes the existing facilities in the county and their level of use. It also identifies future needs for park-and-ride based on expected growth and commute patterns, transit services and potential HOV improvements in the county. Intelligent Transportation System (ITS) elements to provide lot security, emergency communication and traveler information are explored and cost estimates are provided. Desirable features for future lots are described and costs for the development of lots and provision of these amenities are provided. Opportunities for funding the park-and-ride expansion program from federal, state, regional local and private sector sources are also identified. This plan has been reviewed and approved by Caltrans and other local agencies in the county. Letters of support for this master plan from Caltrans has been received and is included in Appendix C of this report. The plan includes as a starting point an inventory of existing facilities and their current and historical utilization rates. There are currently sixteen (16) official park-and-ride lots in San Joaquin County. These lots; funded and maintained by the cities in San Joaquin County, the San Joaquin Council of Governments (SJCOG), the San Joaquin Regional Transit District (SJRTD) or Caltrans; are located in the cities of Escalon, Lathrop, Lodi, Manteca, Ripon, Stockton, and Tracy. Most of these lots are funded by Measure K funds and are maintained by SJRTD. Two lots are owned and maintained by Caltrans, three are privately owned, eight are leased from private owners and four are city owned and maintained and funded through a combination of Measure K and local funds. DKS staff inventoried all the official stand-alone and shared-use park-and-ride lots in San Joaquin County in February An assessment of where additional park-and-ride lots might be needed over the next ten years was conducted based on the information collected from the inventory survey, forecasts of commute patterns from the SJCOG travel model, information on new development plans from local agencies, and the work that DKS has completed for the Ramp Metering and HOV Study. Sub-area estimates of park-and-ride were developed to identify the most desirable locations for new lots or for added capacity. An estimate of the number of the additional park-and-ride demand generated by new development (one space per 100 new housing units) was also developed to allow the location of new facilities to be fine-tuned as new developments are approved and to extend the guidance of the plan beyond ten years. 1 October 31, 2007

17 A review of development plans in the county and a review of major projects to widen freeway segments and rebuild interchanges were conducted to identify where the best opportunities might be for locating new lots and for new lots be a condition of development or part of the freeway improvement program. For each development project and freeway improvement project, potential locations were identified to locate future lots to better serve commuters and encourage carpooling, with convenient access to freeways. The number of spaces and potential locations of future park-and-ride lots provided in this park-and-ride plan address the needs for the housing developments and road improvement projects that are currently in the planning stages. As new projects emerge over time, the plan should be modified to address the needs that these projects would generate. ITS programs were explored and described in the plan that could support park-and-ride and increase the utilization of the facilities. Options were explored that could provide increased security and emergency communication at the lots to improve safety and reduce the possibility of property damage. Options were also explored that could generate real-time information about parking space availability, next-bus arrival information to customers waiting at the lots or information about travel-time advantages or other benefits for carpoolers, vanpoolers and transit users. A description of the system components needed for each of these ITS options has been provided along with estimates of cost. Planning-level estimates of cost for expansion of the park-and-ride system were developed by identifying a prototypical park-and-ride lot to illustrate the type of amenities that each new lot should have. Available cost estimates from other Northern California park-and-ride projects were then used to develop cost estimates for lots of different sizes 50, 100, 150 and 200 spaces. Based on these estimates of costs for different lot sizes and the estimates of demand, costs for a ten-year program of park-and-ride program were developed. A variety of possible funding sources for expansion of the park-and-ride system were explored and information has been provided on the likelihood of funds being available from each source. The potential sources explored include federal and state funds: some of which are available to the county on a formula basis (and park-and-ride must compete against other local projects) and some of which are discretionary (for which there is competition nationally or statewide). Local sources of public funding include Measure K, which was recently renewed, and the transportation impact fee programs or general funds of the local cites in the county. Private sources of funding assessed include developer contributions for impact mitigation and public-private partnerships. 1.2 Primary Target for Program A major target for park-and-ride lots in San Joaquin County is long-distance commuters. Long-distance commuters are more likely to use park-and ride lots resulting in a greater number of vehicle-miles saved. The major commute patterns for San Joaquin County 2 October 31, 2007

18 workers were identified by examining 2000 Census Journey-to-Work statistics. While 77 percent of the workers commuted to jobs within the county, sixteen percent commuted to jobs in the Bay area using I-205 and I-580 over the Altamont Pass. Commuters to the Sacramento area constituted about three percent as did commuters to Stanislaus County and other counties to the south. Future forecasts for San Joaquin County suggest that there will be an increase in commuting out of the county because the growth in housing will be much more rapid than the growth in jobs. The census data reflect a significant orientation toward the Bay Area via I-205 and I-580 for the out-of-county commute trips. I-205 is the only facility that directly serves the commute to the Bay Area from San Joaquin County. I-5 and SR-99 north of SR-120, SR- 120 and SR-4 all serve the Bay Area via connections to I-205 and serve Sacramento and Stockton as well. More information about the commuters on I-205 that cross the Altamont Pass to get to jobs in the Bay Area was provided by the Altamont Commuter Survey. Figure 1 provides information about the origins of the 1844 commuters that responded to the 2005 survey. Forty-three percent commuted from Tracy or Mountain House and Stockton, Manteca and Lathrop constituted another 31 percent. Figure 1 Origins of 2005 Altamont Pass Commuters 3 October 31, 2007

19 2.0 INVENTORY An extensive field data collection effort was undertaken by DKS staff to assemble a thorough inventory of the capacity, utilization, and conditions for each of the existing lots. Table 1 summarizes the jurisdiction, sponsor, and number of spaces available at each of the existing park-and-ride lots. The inventory was conducted during the morning peak period between 9:00 A.M. to 1:00 P.M. on a typical weekday (Tuesday, Wednesday, or Thursday) in February The inventory results were presented to the SJCOG project manager, SJCOG staff, and the Technical Working Group at a project meeting on March 13, A summary of the inventory result is documented in this report and can be found in Appendix A. Data elements compiled for each site include the following: Location, ride facilities, and capacity Park-and-ride facility utilization Park-and-ride signage leading to the site and within the site Presence of lighting Condition of pavement and striping Presence of fencing Access points for cars, buses, bicycles, and pedestrians Bike lockers or racks Transit routes and services 4 October 31, 2007

20 Table 1 List of Existing 2 Park and Ride Lots No. Park-and-Ride Lots Jurisdiction Sponsor No. of spaces 1 Caltrans Park-n-Ride SR-99/SR-12 Lodi Caltrans 40 2 Omelet House SR-99/Victor Road Lodi SJCOG/SJRTD 30 3 Flag City - I-5/SR-12 Lodi Caltrans 43 4 Calvary Church - Kelley Drive Stockton SJCOG/SJRTD 40 5 Marina Center - I-5/Ben Holt Drive Stockton SJCOG/SJRTD 35 6 Wal-Mart SR-99/Hammer Lane Stockton Wal-Mart 56 7 Bethany Church - I-5/Michigan Avenue Stockton SJCOG/SJRTD 45 8 Grace Assembly of God Church Fremont Street/Golden Gate Avenue Stockton SJCOG/SJRTD 49 9 Community Center 5th Street Lathrop City/SJCOG Brethren Church - Northgate Street Manteca SJCOG/SJRTD Wal-Mart SR-120/Main Street Manteca Developer City Park-n-Ride - Naglee Road/I-205 Tracy City/SJCOG Factory Outlet Center - I-205/MacArthur Drive Tracy Developer Nestle Parking Area SR-99/Main Street Ripon City Crossroads Center SR-120/Escalon Escalon City/SJCOG City Park-n-Ride - Viking/ Main Street Escalon City/SJCOG 40 SJRTD provides nineteen long-distance commute bus routes from San Joaquin County to Sacramento and the Bay Area. Carpools and vanpools service also utilize the park-and-ride lots. Table 2 summarizes the inter-regional bus route services available in San Joaquin County. 2 Does not include the Big League Dreams Sports Park lot in Manteca and the SR 99 and Morada Lane lot in Stockton 5 October 31, 2007

21 Table 2 Inter-regional Bus Routes SJRTD Departure Arrival Bus Route Origin(s) Time Destination(s) Time 151 Stockton - Marina Center 5:15 AM Livermore Laboratories 6:30 AM 152 Stockton - Marina Center 6:30 AM Stockton Bethany Church 6:40 AM Livermore Laboratories 7:40 AM Manteca Northgate Brethren 5:15 AM 153 Church Livermore & Sandia Laboratories 6:40 AM Tracy Naglee Rd. 5:43 AM 154 Manteca Northgate Brethren Church 6:00 AM Livermore & Sandia Laboratories 7:05 AM Stockton Grace Assembly of 7:02 AM 5:10 AM Pleasanton Wheels Bus Stop God Church 7:08 AM 157 Manteca Wal-Mart 5:30 AM Dublin Western Regional Office 7:10 AM Tracy I-205/Naglee Road 5:50 AM Dublin - Federal Correctional Institution 7:15 AM Stockton Calvary Church 4:26 AM 160 Stockton Bethany Church 4:36 AM Dublin / Pleasanton BART Station Lathrop Community Center 4:53 AM SMART Bus Stop 6:00 AM Tracy I-205/Naglee Road 5:15 AM 162 Tracy I-205/Naglee Road 4:15 AM Sunnyvale Lockheed Martin VTA Transit Center 5:30 AM 163 Stockton Grace Assembly of 5:53 AM God Church 6:49 AM Sacramento Various RT Bus Stops 6:57 AM Lodi Omelet House 6:10 AM 164 Manteca Wal-Mart 4:00 AM Sunnyvale Lockheed Martin VTA Transit Center 5:30 AM 165 Stockton Bethany Church 5:55 AM 6:50 AM Sacramento Various RT Bus Stops Stockton Calvary Church 6:05 AM 6:58 AM Stockton Grace Assembly of 4:00 AM Pleasanton P-n-R 5:10 AM God Church 166 Manteca Wal-Mart 4:20 AM Sunnyvale VTA Bus Stop Crossman 5:50 AM Tracy I-205/Naglee Road 4:40 AM Sunnyvale - VTA Transit Center 6:05 AM 167 Ripon Nestle Parking Area 5:20 AM Manteca Wal-Mart 5:35 AM Livermore & Sandia Laboratories 6:35 AM 168 Escalon City P-n-R (Main Street) 5:20 AM Livermore & Sandia Laboratories 6:35 AM Stockton Grace Assembly of 4:10 AM God Church 6:05 AM 170 Manteca Wal-Mart 4:30 AM San Jose Various 10 stops 6:28 AM Tracy I-205/Naglee Road 4:50 AM Stockton Calvary Church 5:03 AM 171 Stockton Bethany Church 5:17 AM Dublin/Pleasanton BART Station Lathrop Community Center 5:35 AM SMART Bus Stop 6:45 AM Tracy I-205/Naglee Road 6:00 AM 172 Stockton Marina Center Lathrop Community Center 3:39 AM 4:00 AM Sunnyvale VTA Transit Center 5:45 AM 6 October 31, 2007

22 SJRTD Bus Route Origin(s) Departure Time Destination(s) Arrival Time Stockton Grace Assembly of God Church 3:55 AM Sunnyvale VTA Bus Stop 6:12 AM Manteca Wal-Mart 4:15 AM Sunnyvale Northrop Grumman 6:18 AM Tracy I-205/Naglee Road 4:35 AM Sunnyvale VTA Bus Stop 6:23 AM Stockton Grace Assembly of 3:48 AM God Church Mountain View/ Palo Alto 6 VTA Bus 5:38 AM Manteca Wal-Mart 4:08 AM Stops 5:52 AM Tracy I-205/Naglee Road 4:25 AM Stockton Grace Assembly of 4:10 AM God Church Milpitas/ Santa Clara/ San Jose 5:58 AM Manteca Wal-Mart 4:30 AM 8 VTA Bus Stops 6:25 AM Tracy I-205/Naglee Road 4:50 AM 2.1 Inventory Results Capacity and Utilization The inventory results indicated that fifteen out of the sixteen park-and-ride lots are small to medium size lots that provide less than 60 parking stalls for park-and-ride users. The remaining lot provides 180 parking stalls. Four of the park-and-ride lots are dedicated lots while the other twelve lots are located in shared-use parking lots in shopping centers, community centers, and churches. When the survey of existing lots was conducted, 621 of the available 796 stalls (78%) were occupied. The majority of the surveyed lots had a utilization rate of 50 percent or greater during the survey. Among those, two lots were close to capacity and another four were overflowing with vehicles parked outside the dedicated park-and-ride spaces or areas. Conversely the Factory Outlet Center lot in Tracy is consistently underutilized due to its location and lack of inter-regional bus service. Figure 2 illustrates the utilization of the existing park-and-ride lots, and Table 3 summarizes the lot capacity and utilization data collected. Table 4 summarizes the park-and-ride facility utilization by jurisdiction. The numbers in parenthesis exclude the underutilized lot in Tracy. According to the inventory results, cities of Lathrop, Lodi, Manteca, and Stockton have utilization rates that are nearing capacity. 7 October 31, 2007

23 Figure 2 Capacity and Utilization of Existing Park-and-Ride Lots 8 October 31, 2007

24 Table 3 Capacity and Utilization of Existing 3 Park-and-Ride Lots No. Park-and-Ride Lots Jurisdiction No. of spaces % Occupied Caltrans Park-n-Ride SR-99/SR-12 Lodi 40 53% 2 Omelet House SR-99/Victor Road Lodi 30 93% 3 Flag City - I-5/SR-12 Lodi % 4 Calvary Church - Kelley Drive Stockton % 5 Marina Center - I-5/Ben Holt Drive Stockton % 6 Wal-Mart SR-99 /Hammer Lane Stockton 56 20% 7 Bethany Church - I-5/Michigan Avenue Stockton 45 60% 8 Grace of Assembly of God Church Fremont Street/Golden Gate Avenue Stockton 49 77% 9 Community Center 5th Street Lathrop 48 96% 10 Brethren Church - Northgate Street Manteca 40 60% 11 Wal-Mart SR-120/Main Street Manteca % 12 City Park-n-Ride - Naglee Road/I-205 Tracy % 13 Factory Outlet Center - I-205/MacArthur Drive Tracy 45 1% 14 Nestle Parking Area SR-99/Main Street Ripon 40 50% 15 Crossroads Center SR-120/Escalon Escalon 15 14% 16 City Park-n-Ride - Viking / Main Street Escalon 40 68% Table 4 Summary of Capacity and Utilization Data by Jurisdiction No. of Jurisdiction No. of P&R Lots spaces Available % Occupied 2007 Escalon % Lathrop % Lodi % Manteca % Stockton % Ripon % Tracy 2 (1) 225 (180) 51% (63%) Total 16 (15) 796 (751) 78% (82%) Note: (X) Data excluding the Factory Outlet Center lot in Tracy Locations The location of a park-and-ride lot is one of the key factors that affect its utilization. Parking lots that are on major long-distance commute corridors and are easy to access tend to get the most use. The majority of the surveyed park-and-ride facilities are located close 3 Does not include the Big League Dreams Sports Park lot in Manteca and the SR 99 and Morada Lane lot in Stockton 9 October 31, 2007

25 to the freeway interchanges which provide easy access for both the residents in the vicinity of the lots and also for commuters who come from other areas but pass by the lots on the freeway. A reason for the low utilization rate at the Factory Outlet Center lot in Tracy is that the park-and-ride parking spaces are located at the back of the Center instead of in the main shopper parking lot. The parking spaces are hidden and less secure for users. One exception is the park-and-ride lot located in the City of Lathrop. This lot is located within a residential area at a Community Center and is farther away from a freeway interchange than the other lots. The utilization rate of the lot was relatively high, however, reflecting a high demand for park-and-ride in Lathrop despite the less convenient location of the lot Conditions In general, the majority of the current park-and-ride lots provide a satisfactory condition for parking. Signage or pavement striping for dedicated park-and-ride areas and/or parking spaces exists in most of the parking lots. The Wal-Mart parking lot near SR-99 at the Hammer Lane Interchange and the Bethany Church parking lot near I-5 on Michigan Drive Country Club are the two exceptions. Installation of park-and-ride signage is not allowed in these leased privately-owned parking lots. A few of the existing shared-use lots have cracked pavement and faded parking striping that need to be repaired and repainted. But in general, the pavement damage was not serious enough to discourage usage or be hazardous for drivers. The amount of lighting equipment installed appeared to be adequate in most of the lots except for a few of the church lots such as at Northgate Brethren Church in Manteca and Grace of Assembly of God Church at Fremont Street and Golden Gate Avenue in Stockton, where inadequate lighting fixtures were installed. The visibility in these lots may be low during the predawn period. Some drivers may choose not to park there due to lack of security. 2.2 Summary Survey results show the overall utilization rate for the 16 existing lots was 78 percent. A utilization rate of 82 percent results if the underutilized lot in Tracy is excluded from the calculation. Four of the surveyed lots - one in Lodi, one in Manteca, and two in Stockton - were overcapacity while two other lots in Lathrop and Lodi were near capacity. The location of a park-and-ride lot appears to have a direct influence on the lot s use. Lots that are along major long-distance commute corridors, located near a major freeway, easy to access, and are visible from the street are more popular among commuters. Those lots that are in an inconvenient location or not visible from the freeway generally have lower usage. 10 October 31, 2007

26 In general, most of the existing park-and-ride lots provide satisfactory parking conditions for drivers. Park-and-ride signage exists at most of the lots except for some leased and shared-lots where signage is not allowed. Adequate lighting exists at all but two church lots. At a few of the shared-use lots, cracked pavement and faded striping were observed. 11 October 31, 2007

27 3.0 IDENTIFICATION OF FUTURE PARK-AND-RIDE LOT NEEDS 3.1 Methodology One of the key components of this park-and-ride study is the assessment of where additional park-and-ride lots are needed to meet the existing and future park-and-ride demand and which lots could expand capacity. In this task of the project, the assessment of the need for additional lots and expanding existing park-and-ride capacity was conducted. The addition of capacity is intended to support ridesharing in the county and the implementation of HOV lanes on major freeways. San Joaquin County s population is increasing as Bay Area residents migrate to suburban areas in search of affordable housing. As a result, traffic volumes both into and out of San Joaquin County are expected to remain high. To identify the demand for future park-and-ride lots, a set of evaluation criteria is described below. 1. Where existing over-capacity park-and-ride lots are located; 2. Where informal park-and-ride lots are located; 3. Where new developments are planned in the future; 4. Where new population growth is forecasted; and 5. Where HOV lanes on major freeways are proposed. The current need for additional park-and-ride capacity is reflected by the presence of overflowing or close-to-capacity park-and-ride lots, and also the existence of informal park-and-ride lots. This information was obtained from the inventory results and information provided by city and SJCOG staff. For future need, the primary focus was to locate areas where new developments are planned and locations where rapid residential growth is expected. These areas are expected to generate a substantial amount of long-distance commute trips in the future, and thus have a higher demand for new park-and-ride facilities. The potential HOV lane locations identified in the SJCOG HOV and Ramp Metering Study are also an indicator of the expected increase in ridesharing in the future. There is a need for new park-and-ride lots to support the HOV lane implementation project. 3.2 Current Need According to the inventory results, there are a few existing lots that are operating at or over capacity. These lots include the Flag City lot near the I-5 and SR-12 interchange in Lodi, the Wal-Mart lot near SR-120 and Main Street in Manteca, the Marina Shopping Center lot near I-5 and Ben Holt Drive in Stockton, the Calvary Church lot on Kelley Drive in 12 October 31, 2007

28 Stockton, the Community Center on 5th Street in Lathrop, and the lot at the SR-99 and Victor Road interchange in Lodi. These park-and-ride lots are in need of additional parking capacity and at some of the lots, this could be achieved through increasing the number of park-and-ride spaces in the lease contract. Introducing new lots near these overcapacity lots could help relieve the high demand as well. According to information from SJCOG and local agency staff, there are informal park-and-ride locations within the county. Two of these park-and-ride lots are located in Stockton at Weston Ranch and at Old Wal-Mart near SR-99 and Hammer Lane. Ten vanpools with a minimum of 8 to 10 riders originate in Weston Ranch and there are 13 to 17 commuters daily using the SJRTD interregional bus route that stops at the closed park-and-ride lot in Old Wal-Mart near SR-99 and Hammer Lane. The existence of these informal lots is an indication of demand that is not being met with official park-and-ride lots. 3.3 Future Need Current and Future Residential Growth Land use information on the number of single-family homes for each of the traffic analysis zones for current and future years was obtained from the SJCOG regional model. Figure 3 illustrates the growth in single-family housing in the county. The size of the dots represents existing and projected housing units in a traffic analysis zone: the larger the dot, the greater the growth. 13 October 31, 2007

29 Figure 3 Single-Family Dwelling Unit Growth 14 October 31, 2007

30 According to the land use information, areas that would experience substantial growth include the following: 1. Northern Stockton, along Eight Mile Road, 2. Northern Stockton around SR-99 and Wilson Way 3. Southern Stockton around the French Camp Road, 4. Area adjacent to the interchange of SR-99 and Mariposa Road in Stockton, 5. Northern and western parts of Lathrop, 6. Southern and western parts of Tracy, 7. Central Manteca, and 8. Mountain House district. There are currently no park-and-ride facilities near Eight Mile Road, northern and western parts of Lathrop, nor in the Mountain House area. Therefore, these are the locations with the highest need of new park-and-ride lots. For the other rapidly growing areas, Tracy and the southern part of Stockton, increased demand could be met by introducing new park-and-ride lots or expanding the capacity of existing lots. City of Stockton The City of Stockton s Technical Working Group member has provided DKS with a list of the planned developments within the City s boundary, and they are illustrated in Figure 4. There are multiple developments planned around the interchange of I-5 and Eight Mile Road, which will add approximately 20,000 new homes in the future. There are also development plans for approximately 7,000 new housing units adjacent to the interchange of SR-99 and Wilson Way. Two additional planned developments are located near Mariposa and Howard Road, which will add a total of 20,000 new homes in the future. Locations for future park-and-ride that could serve these developments include: 1) Near the interchange of I-5 and Eight Mile Road 2) Near the interchange of SR-99 and Eight Mile Road 3) Near the interchange of SR-99 and Wilson Way 4) Near the interchange of SR-99 and Mariposa Road 5) Near French Camp Road between I-5 and SR October 31, 2007

31 Figure 4 Planned Developments in the City of Stockton 16 October 31, 2007

32 City of Lathrop There are three major new developments planned in the City of Lathrop. They are listed below: 1) Mossdale Village located in West Lathrop with 2,400 new homes 2) Central Lathrop Plan located West of I-5, east of San Joaquin River, and north of Louise Avenue with 6,000 new homes 3) River Islands Plan located West of I-5, surrounded by the San Joaquin River with 11,000 new homes Locations for future park-and-ride lots that could serve these developments include: 1) Near interchange of I-5 and Louise Avenue 2) Near interchange of I-5 and Lathrop Road 3) Near I-5 and I-205 Figure 5 below illustrates the locations of these three major developments in Lathrop Figure 5 General Plan Map for City of Lathrop 17 October 31, 2007

33 Mountain House District There are a few major developments planned west of Mountain House Parkway, and north of I-205. The land use map of the Mountain House Area is illustrated in Figure 6. Under the specific plan for these developments, new interregional transit routes will be introduced and a new park-and-ride lot at the northeast quadrant of the interchange of Mountain Parkway and I-205 has been included in the plan. In addition, there is a potential need for a park-and-ride in the northern part of the development area as the new housing units are added in the future. 18 October 31, 2007

34 Figure 6 General Plan Map for Mountain House Development 19 October 31, 2007

35 City of Lodi According to the City of Lodi General Plan, the land south of Harney Lane in the city is indicated as a potential area for future residential developments, as indicated in orange in Figure 7. There is also a plan to introduce a new shopping center with a Wal-Mart superstore at the southwest corner of Low Sacramento Road and Kettleman Lane. Figure 7 General Plan Map for City of Lodi City of Manteca The City of Manteca has a major retail development being considered at the southeast quadrant of SR-120 and Union Road. According to the information provided by the City staff, park-and-ride spaces are included as a condition of this development. In addition to this new retail development, the City of Manteca has included 500 park and ride spaces as a condition of development in the newly built Big League Dreams Sports Park. City of Tracy The City of Tracy has indicated that there is a new development planned south of the interchange of I-205 and 11 th Street, and a new multi-modal transit station being 20 October 31, 2007

36 considered in downtown Tracy near 6 th Street and Central Avenue. This transit station would serve as a major transit hub for the City Future HOV Plans As part of the San Joaquin Regional Ramp Metering and HOV Lane Study that DKS is performing for SJCOG, a methodology was developed to identify the potential for HOV lanes on each segment of freeway within the county. The relative priority for HOV lane implementation is presented in Figure 8. Based on the results of the analysis, I-205 and I-5 (from I-205 to Hammer Lane) emerge as the highest priority for HOV lanes. SR-99 from SR-132 in Stanislaus County to Hammer Lane emerged as having strong potential for HOV when a fourth lane is added to this segment. Once HOV lanes are introduced, the number of carpools, vanpools, and transit services traveling on these freeways are expected to increase because of the travel-time advantage provided by the HOV lane. To support and encourage ridesharing, additional park-and-ride capacity should be provided at major freeway interchanges along the freeway segments with HOV lanes. The locations identified previously in this section as having a need for park-and-ride are all located along the freeway segments identified as having the high or medium priority of HOV lane implementation. 21 October 31, 2007

37 Figure 8 Priority for HOV Lane Implementation 22 October 31, 2007

38 3.4 Summary Based on the assessment of existing demand, forecasts of growth in population and travel, and the assessment of plans for transit and HOV lanes, the highest priorities for adding park-and-ride capacity in San Joaquin County appear to be at the following locations: 1) Existing Flag City lot near I-5 and SR-12 in Lodi 2) Near Interchange of SR-99 and SR-12 in Lodi 3) Existing Marina Center lot near I-5 and Ben Holt Drive in Stockton 4) Existing lot at the Calvary Church lot on Kelley Drive in Stockton 5) Existing Wal-Mart parking lot near SR-120 and Main Street in Manteca 6) Weston Ranch area near Interchange of I-5 and Downing in Stockton 7) Near Interchange of SR-99 and Harney Lane in Lodi 8) Near Interchange of I-5 and Hammer Lane in Stockton 9) Near Interchange of I-5 and Eight Mile Road in Stockton 10) Near Interchange of SR-99 and Eight Mile Road in Stockton 11) Near Interchange of SR-99 and Morada Lane in Stockton 12) Near Interchange of SR-99 and Wilson Way in Stockton 13) Near Interchange of SR-99 and Mariposa Road. in Stockton 14) Near Interchange of I-5 and French Camp Road in Stockton 15) Near I-5 and Lathrop Road in Lathrop 16) Near I-5 and Louise Avenue in Lathrop 17) Near I-5 and I-205 in Lathrop 18) Near Interchange of I-205 and Mountain House Parkway in Mountain House 19) Northern Mountain House District 20) Western Tracy 21) Downtown Tracy 22) Central Manteca Figure 9 illustrates the existing and the proposed park-and-ride lot locations in the County. 23 October 31, 2007

39 Figure 9 Proposed and Existing Park-and-Ride Lot Locations 24 October 31, 2007

40 4.0 ASSESSMENT OF SITE LOCATIONS FOR FUTURE LOTS Having identified twenty-two areas needed for new park-and-ride capacity, DKS has conducted an assessment of the feasibility for introducing new park-and-ride capacity in each area. The assessment was conducted using the evaluation criteria listed below. Possibility of expanding existing park-and-ride lot Location of new housing development as a possible location or source of funding for future park-and-ride lots Existence of vacant parcel of land with potential for future park-and-ride lots Location of existing or future commercial development as a possible site for future park-and-ride lots Availability of Caltrans right-of-way for dedicated park-and-ride lots Location of future interchange improvement projects This assessment assumes that existing lots will continue to operate in the future. Many of the existing lots are leased or are shared use lots and the arrangements with the property owners are subject to change. Any loss of leased or shared lots would also require replacement of the park-and-ride capacity in close proximity. 4.1 Existing Lots Expansion There are four existing park-and-ride lots that are operating at or over current capacity, and two others operating close to capacity. These lots are listed below with their observed utilization rates in parenthesis. Flag City lot near I-5 and SR-12 in Lodi (109%) Wal-Mart parking lot near SR-120 and Main Street in Manteca (200%) Marina Shopping Center lot near I-5 and Ben Holt Drive in Stockton (142%) Calvary Church lot on Kelley Drive in Stockton (158%) Community Center at 5 th Street in Lathrop (96%) Omelet House near SR-99 and Victor Road in Lodi (93%) To add more capacity to these existing lots, several options were evaluated including: Expanding the lot by acquiring new right-of-way Reconfiguring the layout of parking spaces to maximize the use of land available 25 October 31, 2007

41 Introducing new lots nearby Area 1 I-5 and SR-12 For the dedicated lot in Lodi near I-5 and SR-12 that Caltrans owns and maintains, the current usage is slightly over its capacity of 43 vehicles, and expanding the lot boundary line to the west for an additional row of parking spaces would provide enough additional capacity to accommodate the excess vehicles currently parked on the edges of the lot. The expansion of this lot has been identified in the Concept Approval Report of the interchange improvement project at I-5 and SR-12 as a potential operations improvement along with other intersections and ITS elements. SJCOG has confirmed with Caltrans the availability of additional State right-of-way for the lot expansion. However, the study of the expansion is yet to be completed. Figure 10 below illustrates the layout of the lot and the area around it. Figure 10 Park-and-Ride Lot at I-5/SR-12 Interchange in Lodi Area 2 SR-99 and SR-12 SJRTD indicated that they were unable to negotiate an increase in spaces at the existing Omelet House shared-use lot. However, the nearby Caltrans park-and-ride lot located just off the freeway interchange of I-5 and SR-12 could accommodate some of the demand. The City of Lodi has also indicated that the open area on the opposite side of the existing lot is an ideal location for a new park-and-ride lot. 26 October 31, 2007

42 Area 3 Marina Center Lot near I-5 and Ben Holt Drive At the Marina Shopping Center in Stockton, the park-and-ride capacity could be increased by negotiating additional leased spaces in the contract, provided that there is currently a surplus in parking for the retail customers. Area 4 Calvary Church Lot on Kelley Drive SJRTD should consider increasing the number of park-and-ride spaces in the lease contract agreement with Calvary Church in Stockton. Area 5 Wal-Mart parking near SR-120 and Main Street The Wal-Mart parking lot near SR-120 and Main Street has a utilization rate of nearly double its capacity, yet adding more park-and-ride spaces might be difficult because the current 50 spaces were provided as a condition development and there is no contract. Fortunately, the City of Manteca included park and ride spaces as a condition of development at the newly constructed Big League Dreams Sports Park close to the SR-120 and Airport Way interchange as shown in Figure 11. Approximately 500 parking spaces in this Sports Park are designated as park-and-ride. 27 October 31, 2007

43 Figure 11 Location of Big League Dreams Sports Park Area 14 I-5 and Lathrop Road There is a plan for adding a new park-and-ride lot at the interchange of I-5 and Lathrop Road in the City of Lathrop as part of the interchange improvement project. The City of Lathrop is currently negotiating with Caltrans on the location and size of the lot. A portion of the park-and-ride demand at the Lathrop Community Center lot could be accommodated when this new lot is built. 4.2 New Park-and-Ride Lots As mentioned earlier in the report, the City of Manteca has recently introduced a new park-and-ride lot in the Big League Dreams Sports Park located close to the SR-120 and Airport Way Interchange. This new lot provides approximately 500 parking spaces for park-and-ride use. Currently, there are no transit services available at this lot. The City of Manteca and SJRTD should consider introducing new transit services at this location to reduce demand at the Wal-Mart lot located at SR-120 and Main Street. SJCOG has funded a new stand-alone park-and-ride lot adjacent to the Interchange of SR-99 and Jack Tone Road and a major truck stop area in Ripon. This new facility will provide 75 park-and-ride spaces, two of which will be designated as disabled parking, and 28 October 31, 2007

44 two bike racks providing storage for 10 bicycles. The new lot is currently under construction and is scheduled to open for use at the end of September The City of Ripon has planned to implement city transit service and intercity service from Ripon to Manteca and Modesto at this lot. In addition to these new lots, there are sixteen areas identified in the previous section where new park-and-ride lots are needed in order to accommodate future demand. These areas were evaluated individually for the feasibility of adding new park-and-ride lots, which include requiring developers to provide park-and-ride spaces in new developments, considering new park-and-ride lots as part of future interchange improvement projects, and acquiring vacant land for new park-and-ride facilities New Official Park-and-Ride Lot in Informal Lot Area Ten vanpools (carrying 80 to 100 commuters) originate in the Weston Ranch development in Stockton. Until recently, the vanpoolers have been parking at a grocery store in the area. The property owner no longer allows parking on store property and these commuters have no place to park. A park-and-ride lot was called for as a condition of development when Weston Ranch was being developed and marketed to commuters, however it was never built. A park-and-ride lot is therefore needed to accommodate these commuters. There is no interchange improvement currently planned at I-5 and Downing, however, there is a project at I-5 and French Camp Road that would be an ideal spot for those commuters traveling to the Bay Area. Figure 12 illustrates the Weston Ranch area in Stockton. 29 October 31, 2007

45 Figure 12 Weston Ranch in Stockton New Park-and-Ride Facilities to be Provided by New Developments With the large number of new housing developments in the planning stages and the additional vehicle trips generated by these developments, SJCOG s member jurisdictions should consider setting policies to require developers to include park-and-ride facilities, where needed, as a condition of development. According to Technical Working Group members, the Cities of Stockton, Lathrop, Manteca, and the Mountain House District have a development review and approval process in place to require developers to establish park-and-ride lots in new developments. However, developers are also allowed to pay a fee in lieu of including park and ride spaces. Although park and ride lots are in the original development plans, they are often not in the development when it is completed. According to the project status provided by the TWG members, park-and-ride spaces would be provided by the developers at some of the planned new developments as described below. The City of Stockton has required the developers to include 50 to 75 park-and-ride spaces in new developments at I-5 and French Camp Road, SR-99 and Morada Lane, and near SR-99 and Eight Mile Road. The City indicated that they would continue with this policy in most of the new developments planned as shown in Figure 4 in an earlier section of the report. Near the end of the study, the City indicated that a 35-space shared-use park-and- 30 October 31, 2007

46 ride lot was made available at the new Raleys shopping center located west of SR 99 and north of Morada Lane. No transit service is currently available at this lot. The City of Lathrop is requiring park-and-ride facilities as a condition of development in the Central Lathrop project located west of I-5 and north of Louise Avenue. The City is also in negotiation with the developer of the River Islands development for a location for park-and-ride. A new retail development planned on the southeast quadrant of SR-120 and Union Road in Manteca will also contain park-and-ride spaces as a condition of development. The final number of spaces is yet to be determined. A park-and-ride lot in the Mountain House development just off of Mountain House Parkway adjacent to the I-205 freeway is planned to support future residential development nearby. The location of the future lot is illustrated in Figure 13. This lot is planned to serve primarily as a major transfer point between local and regional bus services in the area. Figure 13 I-205 and Mountain House Parkway in Mountain House Area P&R The Mountain House Master Plan also indicates that an additional park-and-ride lot is to be incorporated into the design of the future Town Center located west of Mountain House Parkway and south of the Byron-Bethany Road as shown in Figure October 31, 2007

47 Figure 14 Northern part of Mountain House Area Town Center P&R In summary, the areas where new park-and-ride facilities will be provided by the developers as a condition of approval include the following: Area 10 SR-99 and Eight Mile Road in Stockton Area 11 SR-99 and Morada Lane in Stockton Area 14 I-5 and French Camp Road in Stockton Area 16 I-5 and Louise Avenue in Lathrop 32 October 31, 2007

48 Area 18 I-205 and Mountain House Parkway in Mountain House area Area 22 SR-120 and Union Road in Manteca Other locations where Cities have the opportunity to require park and ride lots as a condition of development include: Area 8 I-5 and Hammer Lane in Stockton Area 9 I-5 and Eight Mile Road in Stockton Area 12 SR-99 and Wilson Way in Stockton Area 13 SR 99 and Mariposa Road in Stockton Area 17 North of I-5 and I-205 in Lathrop Area 19 Northern Mountain House District Area 20 Western Tracy south of I-205 and 11 th Street Area 21 Downtown Tracy Park-and-Ride Lot as Part of a New Interchange Project Caltrans has a list of interchange reconstruction and modification projects planned within San Joaquin County. Many of these interchange projects fall within the areas identified as of high priority for new park-and-ride facilities, which provide an excellent opportunity for introducing new park-and-ride lots close to the freeway facilities. Caltrans has indicated that a park-and-ride lot is being considered as part of the I-5 and French Camp Road interchange project (Area 13). This area has been previously identified as an ideal park-and-ride location for commuters that originate in the Weston Ranch development and are traveling to the Bay Area. The City of Lathrop has been under negotiation with Caltrans on a location for a park-and-ride lot near I-5 and Lathrop Road interchange (Area 14). Currently, there is vacant land in the vicinity of this interchange as shown in Figure 15, and depending upon the interchange project development and Caltrans right-of-way availability, this land could potentially be used for a future park-and-ride lot. 33 October 31, 2007

49 Figure 15 I-5/Lathrop Road Interchange Area It is recommended that the SJCOG member agencies coordinate with Caltrans to consider new park-and-ride lot studies as part of the improvement measures considered during new interchange improvement projects in the County. Potential areas include: Area 7 SR-99 and Harney Lane in Lodi Area 9 I-5 and Eight Mile Road in Stockton Area 10 SR-99 and Eight Mile Road in Stockton Area 12 SR-99 and Mariposa Road in Stockton Area 22 SR-120 and Airport Way in Manteca Figure 16 summarizes the options for expansion of existing lots or the development of new park-and-ride facilities. 34 October 31, 2007

50 Figure 16 Feasible Options for New Park-and-Ride Facilities or Existing Facility Expansion 35 October 31, 2007

51 4.3 Transit Requirements and Considerations for New Park-and-Ride Facilities Proximity to interregional transit is an important criterion in identifying locations for future park-and-ride lots. New lots ideally should be located along existing or future bus lines for easy bus access. SJRTD is currently implementing the first Bus Rapid Transit (BRT) line in Stockton, which connects the downtown transit center to Hammer Lane in the north. There are also other BRT lines being considered in the City of Stockton. A study for the need of new park-and-ride lots and the appropriate lot location for BRT lines should be conducted as these BRT lines are implemented in the future. In order to provide easy access for the transit buses through the park-and-ride area, the new park-and-ride facilities should also be located in the area that would meet the SJRTD requirements for transit bus accessibility and maneuverability. Due to liability issues, SJRTD prefers to avoid having buses enter shared-use lots. However, if this is not possible, a suitable location in the lot for buses to board and unload passengers should be identified. New park-and-ride spaces provided in commercial development parking areas should be located close to existing bus stops in order to provide easy access for the passengers. SJRTD transit bus accessibility and maneuverability requirements are included in Appendix B of this document. 4.4 Estimation of Number and Size of New Park-and-Ride Lots Needed To develop a cost estimate for park-and-ride expansion in the county, the number and size of new lots had to be identified. No existing model provides a direct estimate of future-year park-and-ride demand in San Joaquin County by location, and without a direct forecast demand, future capacity needs were assessed using a variety of other indicators: Expected Growth in San Joaquin County Population Expected Growth in Total AM Peak Period Freeway Volumes Historical Growth in San Joaquin County Park-and-Ride Use Expected Growth in San Joaquin County Population Recent forecasts developed by SJCOG indicate at the population is expected to grow by roughly 49 percent between 2005 and This represents an annual average growth rate of about 2.3 percent. As illustrated in Table 5, this growth is not expected to be distributed evenly across the county. Tracy and Lathrop, for example, are expected to grow at a rate well above the average for the county: Lathrop (4.6 percent per year) and Tracy (3.9 percent per year). 36 October 31, 2007

52 Table 5 Population and Employment Forecasts for San Joaquin County Population Projections 15-Year % of Annual Growth Growth Growth Growth Escalon 6,712 9,410 2, % 1.0% 2.3% Lathrop 12,369 24,144 11, % 4.6% 4.6% Lodi 60,913 73,130 12, % 4.7% 1.2% Manteca 57,499 85,605 28, % 10.9% 2.7% Ripon 11,794 17,413 5, % 2.2% 2.6% Stockton 268, ,332 98, % 38.0% 2.1% Tracy 70, ,192 54, % 21.2% 3.9% Unincorporated 141, ,478 39, % 15.2% 1.6% San Joaquin Total 630, , , % 100.0% 2.3% Employment Projections 15-Year % of Annual Growth Growth Growth Growth Escalon 2,094 2, % 1.3% 1.6% Lathrop 4,872 6,063 1, % 2.8% 1.5% Lodi 23,438 29,449 6, % 13.9% 1.5% Manteca 12,809 15,722 2, % 6.7% 1.4% Ripon 3,077 3, % 1.1% 0.9% Stockton 92, ,846 13, % 31.7% 0.9% Tracy 17,998 25,637 7, % 17.7% 2.4% Unincorporated 50,987 61,709 10, % 24.8% 1.3% San Joaquin Total 207, ,624 43, % 100.0% 1.3% Note: Numbers reflect the number of jobs, NOT number of employed residents In addition, 70 percent of the growth is expected in Stockton, Tracy, and Manteca. The forecasts of growth in Table 5 indicate that the percentage growth in population (2.3 percent per year) will be considerably greater than job growth (1.3 percent per year). This indicates that there will be a continued increase in residents commuting out of the county for jobs. Therefore, the rate of growth for long commute trips is likely to be higher than the rate of growth of the population Expected Growth in Total AM Peak Hour Freeway Volumes Travel forecasts prepared by SJCOG indicate that freeway travel is expected to increase at a rate faster than population. For the main commuter corridors, where park-and-ride lots are most appropriate, the growth of major on-ramps traffic is expected to be in the range of 0.5 percent per year to 17.7 percent per year, as indicated in Figure October 31, 2007

53 Figure 17 Expected Average Annual Percentage Growth in AM Peak Hour On- Ramp Traffic Historical Growth in San Joaquin County Park-and-Ride Use Results from the park-and-ride utilization inventories are presented in Table 6. Between 2004 and 2005, the total demand for park-and-ride increased by 9.2 percent. The increase from 2004 to 2007 was 19.5 percent, which reflects an average annual growth rate of about 6 percent. 38 October 31, 2007

54 Table 6 Historical Park-and-Ride Utilization in San Joaquin County No. Park-and-Ride Lots Jurisdiction No. of spaces 2004 Use 2005 Use 2007 Use 2017 Est. of Use 1 Caltrans Park-n-Ride SR-99/SR-12 Lodi Deficit Proposed Added Spaces 2 Omelet House SR-99/Victor Rd. Lodi Flag City - I-5/SR- 12 Lodi Calvary Church - Kelley Dr. Stockton Marina Center - I-5/Ben Holt Dr, Stockton Wal-Mart SR-99 /Hammer Stockton Bethany Church - I-5/Michigan Stockton Grace of Assembly of God Church Fremont St./Golden Gate Ave. Stockton Community Center 5th St. Lathrop Brethren Church - Northgate St. Manteca Wal-Mart SR-120/Main St. Manteca City Park-n-Ride - Naglee Rd./I-205 Tracy Factory Outlet Center - I-205/ MacArthur Dr. Tracy Nestle Parking Area SR-99/Main St. Ripon Crossroads Center SR-120/Escalon Escalon City Park-n-Ride - Viking / Main St. Escalon * SR 99/Austin Road Manteca * Hammer Skate I-5/Hammer Ln. Stockton * Best Western SR-99/Waterloo Stockton * 6 th Street Tracy Total for San Joaquin County * - Closed or to-be-closed park-and-ride lot A growth rate of 6 percent per year would produce an increase of roughly 500 daily users over the next 10 years. If a constant annual percentage growth rate is expected, the population forecasts in Table 5 would suggest a growth in population in the San Joaquin County of roughly 170,000. Using the average household size from the 2000 census of 3.10 people per household, the population growth would represent about 55,000 households. This would mean an increase in park-and-ride demand of about one space for every 110 new households. This ratio could be used as an indicator of additional capacity needed for new developments as they come on line to make sure that the appropriate number of spaces is being provided in the right locations. The ratio can also serve as a trigger for examination of the need for a lot in a location other than those identified in this plan if development is proposed in a new area of the county. The growth in demand for park-and-ride spaces and the growth in households should also be monitored to determine whether the ratio is changing over time. A periodically updated ratio could be used to ensure that the appropriate number of spaces is being provided beyond the ten-year forecast provided by the assessment of known development plans. The estimate of additional need for parking capacity over the next ten years assumes that the existing parking supply will remain in use. Many of the existing lots are leased or are 39 October 31, 2007

55 shared-use lots and may not be available in future years. Any spaces lost would also have to be made up to meet the future demand. To get an indication of where the demand might be increasing, the 2007 utilization estimates were increased by 6 percent per year for the ten-year period to get an estimate of demand for The difference between this 2017 estimate and the 2007 capacity of each lot is shown in Table 6. The growth is not likely to be at an equal rate everywhere, but the amount of deficiency does provide an indication of where the additional need may be in the future because the lots with the higher rates of deficiency in 2017 are the ones most heavily used in Based on the rough estimates of deficiencies in 2017, new locations for capacity expansion are identified in Figure 18 in blocks of 50 spaces. This results in roughly 550 spaces being added with 200 of those being in Stockton, 150 in Manteca, 100 in Lodi 50 in Tracy and 50 in Lathrop. One new park-and-ride lot has already been added since the inventory was developed and one is near completion. The new lot is part of the Big League Dreams Sports Park complex in Manteca and offers roughly 500 spaces for parkand-ride use. This will eliminate the need for the 150 spaces in Manteca to relieve the overload on the existing lot at Wal-Mart indicated in Table 6. The new lot that is near completion is on Jack Tone Road near SR-99 in Ripon. In addition to the locations for new lots identified in Table 6, as many as three or four additional lots with a combined capacity of 200 spaces may also be required to meet emerging demand in areas where there are now existing lots. These include locations to serve North Stockton, Lathrop, Tracy and Mountain House. The assessment of the future demand over the next ten years relative to the existing supply of park-and-ride spaces indicated a need for roughly 400 to 600 new spaces in seven to ten different locations. With the recent addition of the Big League Dreams Sports Park in Manteca (500 spaces) and the SR 99 and Morada Lane lot in Stockton (35 spaces), the total park-and-ride capacity in San Joaquin County is about 2100 spaces. Figure 18 compares the general location of the remaining possible additions with the locations of existing facilities and the locations proposed for consideration for new capacity additions. The ratio of one space per 110 housing units should be used to ensure that the appropriate number of spaces is being provided at the correct locations as new developments are completed. 40 October 31, 2007

56 Figure 18 Potential Locations for New Park and Ride Lots and Capacity Expansion 41 October 31, 2007

57 5.0 ITS APPLICATIONS Two major ITS strategies for park-and-ride lots were examined as part of the project: strategies that provide security and other amenities at park-and-ride lots and strategies that provide real-time travel and parking information to commuters. These strategies would help the commuters in the following ways: 5. Provide emergency communications at the park-and-ride lot for security 6. Provide security through video surveillance systems at park-and-ride lots and to confirm lot utilization 7. Provide information about the availability of parking spaces at specific lots on a real-time basis. 8. Provide real-time information at the park-and-ride lots about the next scheduled transit service and/or the travel time advantage provided by HOV lanes DKS discussed these ITS strategies with the SJCOG project manager and TWG members at the project meeting held on June 5, SJCOG and the TWG members indicated that their primary interest in the short term is to improve the security of the existing and future park-and-ride lots. As a result, the primary focus for ITS strategy evaluation has been on introducing ITS systems that would improve security at the lots. At the end of this section, the ITS options for providing real-time travel information to the commuters are discussed as well as long-term options. 5.1 Security Systems for Park-and-Ride Security of a park-and-ride lot is a concern of SJCOG and the other TWG members because break-ins and vandalisms have been reported at many of the existing lots. The ability to provide a safe and secure location for long-distance commuters to park their vehicles could have a positive effect on the usage of the park-and-ride lot and in so doing, support ridesharing and the use of long distance bus routes. As part of this master plan, DKS reviewed some of the potential ITS opportunities for improving security of existing and future park-and-ride lots Closed-Circuit Television (CCTV) Surveillance Camera System One of the first items to be considered would be a CCTV surveillance system. Currently, only the Wal-Mart lot at SR-99 and Hammer Lane has CCTV surveillance. Installing CCTV at other existing lots is crucial to improving the safety of the lots. At the same time, this camera system can also be used for non-security related purposes. The video images from the surveillance cameras could be used to obtain real-time parking utilization data at park-and-ride lots. The main function of the CCTV camera systems is to provide the ability to monitor the parking area and confirm an incident or criminal activity from a remote location. With this ability, agency staff could respond quickly when an incident or crime occurs, as well as immediately provide information to emergency service providers and other agencies. The main components required for this system are the local CCTV camera systems, a 42 October 31, 2007

58 communication system, and a central Transportation Management Center (TMC), as described below. CCTV Cameras There are various kinds of CCTV cameras available on the market. CCTV monitoring systems consist of two different types of camera as illustrated in Figure 19: fixed-view or moveable. Both fixed-view and moveable cameras could be used for parking surveillance and each camera type has its advantages and disadvantages as discussed below. Fixed-view Camera 1. The use of four fixed cameras in the lot permits simultaneous viewing of the entire parking lot. 2. The use of fixed-view cameras does not require manual camera operation to see different areas of the parking lot. 3. The cost of a fixed-view camera is lower than a moveable camera 4. Fixed-view cameras are lighter and relatively easy to mount. 5. The field of view cannot be adjusted on a fixed-view camera. Moveable Camera (PTZ Pan/Tilt/Zoom) 1. Moveable cameras have the ability to pan, tilt, and zoom in on the field of view of the parking lot. 2. The zoom-in function of the camera gives the ability to identify specific vehicles and individuals in the area. 3. The use of moveable cameras requires fewer cameras to cover the parking area. 4. The cost of a moveable camera is higher than a fixed-view CCTV camera 5. The Pan/Tilt/Zoom (PTZ) unit in a moveable camera is a mechanical device that needs servicing more often than the fixed-view camera. 43 October 31, 2007

59 Figure 19 Moveable and Fixed-view Cameras Moveable CCTV Camera Fixed-view CCTV Camera A suitable location for the CCTV camera is crucial for successful surveillance. CCTV cameras are usually installed on a pole, a side of a building or at a location that is high enough to oversee the parking area. The video images from the surveillance cameras should cover not just the parking spaces, but also the ticket booths, bus shelter, sidewalks, entrances, and exits. Suitable locations for the cameras should be carefully determined in the design phase. To obtain quality video images from the CCTV camera system, adequate lighting should be provided at the parking lot. Unless the CCTV surveillance cameras have the night-vision features, it is impossible for the cameras to capture high-quality video images in the dark, especially during the predawn period when drivers begin to arrive at park-and-ride lots. In general, providing adequate lighting at a park-and-ride can deter crime and create a greater feeling of safety among lot patrons. Communication System A reliable communication system that provides effective and timely flow of data from the CCTV cameras to the central TMC and police departments is crucial for a successful deployment of a surveillance system. Communication systems that supports ITS strategies at park-and-ride lots and could carry video image data with short delay time could include interconnects, fiber optic lines, and radio wireless networks. Central TMC A fully functional surveillance system would require installation of an alert system in an appropriate central location or dispatch center where video images from the CCTV cameras would be monitored continuously. This could be a local police station, 911 center, or Caltrans TMC. The alert system in the center would require a server and software that would send an alert to the center attendant when there is an unusual activity detected on one of the video images. 44 October 31, 2007

60 Emergency Phone System An emergency phone system is one of the common communications systems used for this purpose. Such a system would immediately call emergency responders, such as security personnel or police, when activated by the push of a button. The phone box is often mounted on free-standing poles equipped with strobes or lights to attract attention in the area, and is located in an easily visible and accessible area of the lot. Many of the emergency phone systems integrate the communication facilities with video surveillance equipment so that when a call is activated from the area, a camera provides an instant view of the emergency situation. Figure 20 below illustrates some of the commonly used emergency phone boxes. Figure 21 illustrates the system architecture of surveillance system at park-and-ride lots. Figure 20 Pictures of Emergency Phone box 45 October 31, 2007

61 Figure 21 System Architecture of Surveillance System Implementation As previously mentioned, the majority of the existing park-and-ride lots in San Joaquin County are shared-use lots in shopping centers, churches, and community centers. These lots are often small- or medium-sized facilities that provide approximately 50 park-and-ride spaces for long-distance commuters. There are currently no CCTV camera systems installed in any of the lots except the shared-use lot located in a Wal- Mart parking lot at SR-99 and Hammer Lane. The system is provided by the owner of the shopping center for general parking lot surveillance purposes, and it is unlikely that the shopping center would share these video images with public agencies. All the existing sixteen park-and-ride lots would therefore require the installation of new surveillance system that includes new CCTV cameras, emergency phone boxes, a communication system between the lot and the a central TMC, and workstations and equipment in the TMC for viewing video images. The number of cameras needed varies by the size, layout, and location of the park-and-ride lot. For a typical 50 spaces shared-use lot without view obstruction, four CCTV cameras would be enough to cover the entire area. More cameras may be required if there is view obstructions or an unusual parking layout. 46 October 31, 2007

62 5.1.3 Functional Requirements The requirements for any new surveillance system are: The surveillance system should operate in all light conditions. The CCTV camera images should cover the entire parking lot areas. The surveillance system cameras should produce sharp, detailed, and stable images to the monitor for identification of individuals and vehicles within the parking areas. External camera and communication devices should function satisfactorily in all weather conditions. The CCTV cameras should be controllable by staff in a central TMC or police department. The surveillance system should include recording of real-time events and historical video data for video evidence of a security event. Communication systems that support other ITS applications and are compatible with the local area networks should be provided. A secure phone line or antenna is required for the emergency phone system. Bright light at the parking lot and especially the phone box should be provided to increase visibility. The location of the emergency phone should be clearly marked, and the phone box should be visible throughout the lot. An easy hand-free phone operation should be used. 5.2 Surveillance System Cost Estimate Based on the year 2007 unit cost information from the U.S. Department of Transportation ITS cost database and construction cost of recent projects, the cost for the major surveillance system components was estimated and is summarized in Table October 31, 2007

63 Table 7 Unit Costs for Park-and-Ride Lot Surveillance System Element Quantity Life Years Capital Cost Annual O&M Cost Annual Life Cost Furnish and Install CCTV Camera at Park-n-Ride lot Integration of camera with existing system Labor for reviewing video images Furnish and install Service Cabinet and foundation for powering camera and Type 336 cabinet Furnish and install Type 336 cabinet and foundation 1 camera 7 $17,000 $290 $2,700 1 lot 10 $2,900 - $290 3 people - - $360,000 $360,000 1 unit 20 $5,700 - $290 1 unit 20 $11,400 - $570 Furnish and install conduit 200 ft 20 $16,000 - $800 Furnish and install Wireless Microwave communication from Camera to central TMC communication hub site Furnish and install alert system in central TMC (include server and software) Furnish and install Emergency Call Box at Park and Ride Lot Emergency Response Hardware (include 3 workstation) 1 unit 10 $29,000 $500 $3,400 1 unit ** $34,000 ** $6,800 1 unit 10 $8,000 $1,100 $1,900 1 unit 10 $13,000 $2,500 $3,800 Emergency Response Labor 2 people - - $240,000 $240,000 Note: *- Not Stated. Assume 10 years life and 10% annual O&M cost DKS used these unit costs to develop a planning-level cost estimate for implementing and operating new surveillance system at all the sixteen existing park-and-ride lots. The estimate assumed the installation of an adequate number of CCTV cameras and emergency phone boxes, new communication system between the lots and the local TMC, and new software and hardware required at the local TMC. 48 October 31, 2007

64 The estimated implementation cost of the system is approximately $5.5 million and the operation and maintenance cost per year after the implementation is approximately $800,000. A large portion of the maintenance cost is labor cost for attendances at TMC and emergency responders. 5.3 Real-time Information System Having ITS strategies to provide real-time travel information could also support the park-and-ride program. The primary objective of providing real-time traffic information to the commuters is to increase support of transit services, ridesharing and park-and-ride facilities, and to enable drivers to make informed decisions on the road. To achieve this objective, it is important for the commuters to recognize the advantages of ridesharing and using public transport in terms of better road access and reduction in travel time. Real-time information that could be provided to the users includes the following: availability of parking spaces at specific lots, next scheduled inter-regional transit service at specific lots, and travel-time advantages provided by HOV lanes. This information could be displayed on dynamic message signs on the freeways at locations that would enable drivers to make informed decisions and be able to safely access the designated park-and-ride lot. The information could also be made available through other traveler information services such as the internet, highway advisory radio, and Availability of Spaces at Specific Park-and-Ride Lot To provide real-time parking information at a specific park-and-ride lot, the parking lot must be equipped with a technology that continually monitors the numbers of parked vehicles at the lots. There are several ways real-time parking occupancy data could be collected at a park-and-ride lot. Three options were considered in this project, and each of these approaches has distinct system requirements and abilities to provide different level of details of information. 1. In-pavement parking sensors 2. Loop detectors at the entrances and exits of lot 3. Surveillance camera video images In-pavement parking sensors The use of in-pavement parking sensors is one of the more advanced forms of smart parking technology. Individual in-pavement sensors are installed at each parking space in the lot. The sensor can accurately identify the presence of a vehicle parked at that particular stall and wirelessly transmit the real-time information to a local system controller. The collected parking information would then be transferred from the local controller to a central TMC through a communication system. This technology can provide an accurate real-time occupancy count of the lot when compared to other 49 October 31, 2007

65 techniques available, though there is a relatively high implementation and maintenance cost associated with this technology. Figure 22 illustrates one type of in-pavement sensor available on the market. Figure 22 Picture of In-Pavement Sensor Loop Detectors at lot entrances and exits Loop detectors have been widely used in parking garages and structures for monitoring the number of parked vehicles in the facility. Loop detectors are installed in the pavements at the entrances and exits of the parking facility and are connected to a local control system. A signal is transmitted to the controller when there is a vehicle passing over the loop. This signal is stored and processed in the local controller. The number of parking spaces available is estimated by applying an algorithm that continuously compares the number of vehicles entering and exiting the parking facility. This technique requires a relatively simple system setup and yet provides reasonably accurate and reliable parking information for simple parking facility when compared to the inpavement sensor technique. Occupancy data from surveillance camera images For park-and-ride lots where surveillance cameras are installed, occupancy data of the parking lot could be obtained indirectly from the video images generated from cameras. This alternative would require agency staff at the TMC to manually count the number of spaces available in the video images through a workstation at certain periods of time. One of the constraints of this data collection methodology is the need to have human intervention to count the spaces available. The accuracy of this system could be severely affected during time periods of poor visibility caused by fog or at a lot with poor lighting system Real-Time Travel Time and Transit Information In addition to information about the availability of spaces in specific park-and-ride lots, transit schedules, next bus information, and travel-time savings by transit are the other 50 October 31, 2007

66 key pieces of information that should be made available in order to provide an incentive to the commuters for a modal shift decision. The transit schedule information displayed on the freeway signs could be the real-time bus arrival time or the pre-scheduled arrival time of the specific bus route. The Automatic Vehicle Location (AVL) system that SJRTD recently implemented on their new transit buses could locate, in real-time, the position of the buses. This allows the central transit management center at SJRTD to monitor the real-time performance and schedule of their transit vehicles. Arrival time of transit buses at a park-and-ride lot could be estimated using the real-time bus position information from the AVL system. The estimated arrival time could then be transferred to a regional TMC where information is made available to commuters. Travel-time savings by transit is estimated based on several travel-time components that include the estimated auto travel time to a certain destination, estimated travel time for the bus to get to the same destination on HOV lane, and the time required to wait for the next scheduled bus. Caltrans maintains the Freeway Management System (FMS) that continually collects auto travel-time data on select segments of major freeways through detection loops. If the loop detectors provided adequate coverage of the San Joaquin county freeways with transit services, this estimated travel-time information could be readily available from the FMS. Transit travel times for inter-regional transit routes to different destinations using HOV lanes could also be estimated using a similar methodology applied to estimating auto travel-time with the FMS Dissemination of information There are a number of technologies currently available to provide travel information from different transportation management systems to the commuters. Among these technologies are: 1. Dynamic Message Signs on major freeways and arterials 2. Highway Advisory Radio 3. Internet and navigation vendors org As with all the information systems, high accuracy and reliability of information and data are needed if the system is to be of value to travelers. To achieve this, the systems previously mentioned must be programmed to generate current and accurate travel and parking data, and communicate this data to a central TMC in a timely manner. The central TMC acts as an intermediate communication point between these local information systems and other private information distributors where information is made available to the commuters or drivers. A reliable and functional communication system between the TMC and various data collection or information systems is crucial to allow timely flow of information and successful ITS deployment. Figure 23 illustrates the data flow diagram of the real-time travel information system for park-and-ride users. 51 October 31, 2007

67 Figure 23 Data Flow Diagram for Real-Time Information System 5.4 Other Applications In addition to the ITS applications previously discussed, other ITS components that could be included to support the use of park-and-ride facilities are as follow: 1. Ticket booths at bus stop/shelter 2. Information kiosks that allow commuters to access transit and traffic information for trip planning, and other information including news or commercials. 3. Wi-fi Internet access for commuters waiting at the bus stop/shelter 5.5 Real-Time Information System Cost Estimate Based on year 2007 unit cost information from the U.S. Department of Transportation ITS cost database and construction cost of recent projects, the cost for the major real-time information system components was estimated and is summarized in Table October 31, 2007

68 Table 8 Unit Costs for Park-and-Ride Lot Real-Time Information System Element Quantity Life Years Capital Cost Annual O&M Cost Annual Life Cost Furnish and install full matrix, LED, 3- line Changeable Message Sign along freeways and major arterials Finish and install Changeable Message Sign Tower Furnish and install Wireless Microwave communication from CMS to Caltrans communication hub site Furnish and install Arterial Changeable message sign at Park and Ride Driveway Furnish and install informational kiosk at Park and Ride Lot (includes hardware, enclosure, installation, modem server, and map software) Integration of Kiosk with Existing Systems Option 1:Furnish and install Detection of parking space occupancy using in road pavement sensors (includes server, repeaters and installation) Furnish and install cellular data connection or DSL connection modems from Gateway or server to internet or CMS sign 1 unit 10 $133,000 $6,800 $20,100 1 unit 20 $137,000 - $6,900 1 unit 10 $29,000 $570 $3,500 1 unit 10 $54,000 $29,000 $34,400 1 unit 7 $13,000 $5,700 $7,600 1 unit 7 $31,000 - $4, units ** $23,000 ** $4,600 1 unit 10 $2,300 $680 $900 Option 2: Furnish and install Detection of parking space occupancy using inductance loops at entrance/exit driveway Note: * - Not stated. Assume 10 years life and 10% annual O&M cost 1 unit 5 $4,000 $680 $1,500 DKS used these unit costs to develop a planning-level cost estimate for implementing and operating the real-time traffic information system for all the sixteen existing park-andride lots. The estimate assumed the installation of in-pavement sensors or loop detectors for real-time occupancy data, communication system between the lots and the TMC, an adequate amount of changeable message signs on the freeways, and the communication system between the CMSs and the TMC. The estimated implementation cost of the system is approximately $8 million and the operation and maintenance cost per year after the implementation is approximately $700, October 31, 2007

69 6.0 COST ESTIMATES 6.1 Development of Cost for Prototypical Park-and-Ride Lots A cost estimate for a ten-year program of park-and ride expansion, exclusive of land costs, was developed using recent costs for park-and-ride facilities in Northern California. Estimates for lots of 50 spaces, 100 spaces, 150 spaces and 200 spaces assume that each lot would have lighting, fencing, landscaping, an appropriate number of handicapped spaces, and a bus shelter. A prototypical design for a smaller lot is shown in the Figure 24. Figure 24 Prototypical Park-and-Ride Design Used for Cost Estimation DKS used recent costs for park-and-ride facilities in Northern California to develop cost for each of the prototype facilities. A summary of the costs is presented in Table 9. The detailed costs are presented in Table 10. Table 9 Estimated Cost of Prototypical Park-and-Ride Lots Exclusive of Land Number of Spaces Estimated 2007 Cost Average Cost per Space 50 $714,000 $14, $1,188,000 $11, $1,696,000 $11, $2,162,000 $10, October 31, 2007

70 Table 10 Detailed Planning-Level Estimate of Cost Exclusive of Land for Prototypical Park-and-Ride Lots (2007 Dollars) 50 Parking Spaces 100 Parking Spaces 150 Parking Spaces 200 Parking Spaces Item No. Item Description Unit Quantity Unit Price Total Item Quantity Unit Price Total Item Quantity Unit Price Total Item Quantity Unit Price Total Item 1 Mobilization (5%) LS 1 $ 28, $ 28,450 1 $ 44, $ 44,560 1 $ 61, $ 61,860 1 $ 77, $ 77,720 2 Traffic Control System LS 1 $ 10, $ 10,000 1 $ 10, $ 10,000 1 $ 10, $ 10,000 1 $ 10, $ 10,000 3 Project Funding Identification Sign EA 1 $ $ $ $ $ $ $ $ Clearing & Grubbing LS 1 $ 43, $ 43,558 1 $ 87, $ 87,116 1 $ 130, $ 130,674 1 $ 174, $ 174,232 5 Erosion Control LS 1 $ 1, $ 1,160 1 $ 2, $ 2,320 1 $ 3, $ 3,480 1 $ 4, $ 4,640 6 Temporary Fencing LF 203 $ 5.00 $ 1, $ 5.00 $ 2, $ 5.00 $ 3, $ 5.00 $ 4,060 7 Select Fill Material CY 652 $ $ 45,634 1,304 $ $ 91,269 1,956 $ $ 136,903 2,608 $ $ 182,538 8 Earthwork Excavation CY 492 $ $ 14,756 1,017 $ $ 30,524 1,577 $ $ 47,303 2,170 $ $ 65,095 9 Aggregate Base CY 658 $ $ 39,463 1,327 $ $ 79,622 2,008 $ $ 120,478 2,700 $ $ 162, Asphalt Concrete Ton 397 $ $ 27, $ $ 55,541 1,190 $ $ 83,311 1,587 $ $ 111, Concrete Bus Pads CY 97 $ $ 48, $ $ 48, $ $ 48, $ $ 48, Colored Concrete Crosswalk CY 5 $ $ 2, $ $ 5, $ $ 8, $ $ 11, Temporary Pedestrian Access LS 1 $ 2, $ 2,000 1 $ 2, $ 2,000 1 $ 2, $ 2,000 1 $ 2, $ 2, Curbs LF 610 $ $ 12,192 1,219 $ $ 24,383 1,829 $ $ 36,575 2,438 $ $ 48, Curb & Gutter LF 774 $ $ 27, $ $ 33,845 1,160 $ $ 40,614 1,354 $ $ 47, Curb Ramps EA 7 $ 3, $ 24,500 9 $ 3, $ 31, $ 3, $ 45, $ 3, $ 45, Driveways EA 3 $ 4, $ 12,000 3 $ 4, $ 12,000 5 $ 4, $ 20,000 5 $ 4, $ 20, Misc. Concrete (Sidewalks) SF 5,975 $ 7.50 $ 44,809 11,949 $ 7.50 $ 89,618 17,924 $ 7.50 $ 134,426 23,898 $ 7.50 $ 179, " PVC Pipe, Trench & backfill LF 171 $ $ 10, $ $ 20, $ $ 30, $ $ 41, Manhole EA 2 $ 3, $ 7,000 2 $ 3, $ 7,000 2 $ 3, $ 7,000 2 $ 3, $ 7, Storm Drain Inlet EA 3 $ 3, $ 9,000 3 $ 3, $ 9,000 5 $ 3, $ 15,000 5 $ 3, $ 15, Cross Walk and Stop Bar Striping LF 479 $ 2.50 $ 1, $ 2.50 $ 1, $ 2.50 $ 1, $ 2.50 $ 2, Parking Lot Striping LF 898 $ 2.25 $ 2,021 1,797 $ 2.25 $ 4,043 2,695 $ 2.25 $ 6,064 3,594 $ 2.25 $ 8, Wheel Stops EA 21 $ $ 2, $ $ 2, $ $ 3, $ $ 4, Parking Lot Marking SF 89 $ 3.00 $ $ 3.00 $ $ 3.00 $ $ 3.00 $ 1, Sign and Post EA 13 $ $ 4, $ $ 4, $ $ 4, $ $ 4, Utility Adjustment LS 1 $ 8, $ 8,000 1 $ 10, $ 10,000 1 $ 12, $ 12,000 1 $ 12, $ 12, Site Lighting LS 1 $ 35, $ 35,750 1 $ 71, $ 71,500 1 $ 107, $ 107,250 1 $ 143, $ 143, Planting LS 1 $ 12, $ 12,620 1 $ 25, $ 25,241 1 $ 37, $ 37,861 1 $ 50, $ 50, Irrigation LS 1 $ 4, $ 4,731 1 $ 9, $ 9,461 1 $ 14, $ 14,192 1 $ 18, $ 18, Bus Shelters LF 1 $ 20, $ 20,000 1 $ 20, $ 20,000 1 $ 20, $ 20,000 1 $ 20, $ 20, Fencing LS 170 $ $ 6, $ $ 12, $ $ 17, $ $ 22,000 Subtotal $ 509,951 $ 848,219 $ 1,211,463 $ 1,544,536 Contingency (25%) $ 127,488 $ 212,055 $ 302,866 $ 386,134 Construction Management (15%) $ 76,493 $ 127,233 $ 181,719 $ 231,680 Grand Total $ 713,931 $ 1,187,506 $ 1,696,048 $ 2,162, October 31, 2007

71 6.2 Estimate of Cost for Ten-Year Park-and-Ride Capacity Expansion An assessment of the future demand over the next ten years relative to the existing supply of park-and-ride spaces (See Section 4.4) indicated a need for roughly 400 to 600 new spaces in seven to ten different locations. With the recent addition of the Big League Dreams Sports Park in Manteca (500 spaces) and the SR 99 and Morada Lane lot in Stockton (35 spaces), the total park-and-ride capacity in San Joaquin County is about 2100 spaces. Using the estimates of cost for prototypical lots, the total estimated construction cost for adding 400 to 600 spaces over ten years would be roughly $5.5 to $8.5 million for the ten-year program in 2007 dollars, exclusive of land costs, if all cost were borne by the public sector. Planning-level cost estimates were also developed for implementing the two ITS programs described above: a security and emergency communication system and a real-time travel and parking information system. The estimated cost of implementing the surveillance and emergency communication system at all sixteen existing lots was approximately $5.5 million and the operation and maintenance cost per year after the implementation was approximately $800,000. A large portion of the maintenance cost is labor cost for attendances at TMC and emergency responders. The estimate assumed the installation of an adequate number of CCTV cameras and emergency phone boxes, new communication system between the lots and the local TMC, and new software and hardware required at the local TMC. The estimated implementation cost of implementing the real-time travel information systems for all sixteen existing lots was approximately $8 million and the operation and maintenance cost per year after the implementation is approximately $700,000. A large portion of the maintenance cost is labor cost for attendances at TMC and emergency responders. The estimate assumed the installation of in-pavement sensors or loop detectors for real-time occupancy data, communication system between the lots and the TMC, and an adequate amount of changeable message sign on the freeways. 56 October 31, 2007

72 7.0 FUNDING OPTIONS The following funding sources have been identified by DKS to help finance the construction of new lots of the expansion of existing lots. These sources are summarized in Table 11. Table 11 Potential Funding Sources for Park-and-Ride Expansion Funding Source Initiating Agency Program Level Surface Transportation Program (STP) SJCOG Federal Congestion Management & Air Quality (CMAQ) SJCOG Federal USDOT Urban Partnership SJCOG or Caltrans Federal State Transportation Improvement Program Regional Caltrans State State Transportation Improvement Program Interregional Caltrans State Traffic Congestion Relief Program SJCOG State Proposition 1B SJCOG State Transportation Development Act (TDA) SJCOG State Caltrans State Highway Operation and Protection Program (SHOPP) Funds Caltrans District 10 State Integration with Operation Improvements Caltrans and SJRTD State and Local Measure K SJCOG Local City Impact Fees Cities of San Joaquin County Local Developer Contributions Cities of San Joaquin County, SJCOG, or Local Caltrans Public Private Partnership SJCOG and Cities Local Note: The highlighted sources represent discretionary funding programs that could mean new funds for San Joaquin County for park-and-ride. 7.1 Surface Transportation Program As part of the SAFETEA-LU transportation reauthorization, flexible funding is provided by the United States Department of Transportation to each state. These funds are then distributed to the local MPO, RTPA, or County agencies. For , San Joaquin County is estimated to receive $6.6 million. Park-and-ride projects are eligible for funding under the STP as a capital cost and as a publicly owned intra-city or intercity bus terminal. The typical federal share of approved projects is 80 percent. The current federal STP is authorized through 2009 when a new transportation authorization bill will need to be approved. Park-and-ride funding would have to compete with other local projects for the fixed amount of STP funding available for projects in the County. 57 October 31, 2007

73 7.2 Congestion Management and Air Quality Another component of SAFETEA-LU is the CMAQ program, which provides funding to State DOTs, MPOs, and transit agencies for projects that reduce certain air pollutants from transportation related sources. Similar to the STP, the current CMAQ program is authorized through Several transit projects, including park-and-ride projects, are eligible for funding. During , seven park-and-ride lots in California received CMAQ funding and were located in the following jurisdictions: El Dorado (SACOG) (2 projects acquire park and ride right-of-way) Placer (SACAG) Solano (MTC) Fresno (COFCG) San Bernardino (SCAG) Merced (MCAG) In general, park-and-ride projects fall under the service or system expansion category of the transit and public transportation program of CMAQ. Like the STP funds, San Joaquin County receives a fixed amount of federal funding and local projects must compete for these funds. 7.3 USDOT Urban Partnership In May of 2006, a new discretionary federal funding program was created to encourage the agencies within urban areas to work cooperatively to use a combination of technology, tolls, transit and telecommuting to reduce congestion in heavily congested corridors. The Urban Partnership program is still in its infancy, but as it matures it might offer another opportunity to bring new federal funds into the region. MTC in the Bay Area is already considering the possibility of using High Occupancy Toll lanes for many of its freeways including I-580 that connects and Joaquin County with Alameda County. HOT lanes are also being explored for San Joaquin County as part of the on-going HOV lane feasibility assessment. A partnership between SJCOG, MTC, Alameda County, Caltrans, and the transit agencies in the two areas might be able to attract funds for a combination of elements that includes the following: HOT lanes; Regional Express Transit Services Park-and-ride lots; ITS elements for travel-time comparisons, toll setting, and park-and-ride lot security and emergence communication; and Commuter services including ride-matching and information on commute options and trip reduction measures (including telecommuting) 58 October 31, 2007

74 Consideration for funding under the Urban Partnership program is based on an application submitted by the agencies involved in the partnership. 7.4 State Transportation Improvement Program The State Transportation Improvement Program (STIP), funded by the State Highway Account and other sources, consists of two broad programs. The first is for projects nominated by regions in their regional transportation improvement program (RTIP). These are eligible for STIP funds under the regional program which receives 75 percent of new STIP funding. Interregional program projects, which receive the remaining 25 percent of new STIP funding, constitute the second program and are nominated by Caltrans. If Caltrans and the SJCOG agree, a new project can be jointly funded and nominated by both. Transportation Management System (TMS) improvements are eligible for funding under the STIP. Specifically, projects that are part of a region s strategy for addressing system wide congestion are encouraged to be programmed into their RTIP for STIP programming if SHOPP funds are not available. TMS improvements including transportation management centers (TMC) and TMC field elements such as message signs and cameras would be eligible. 7.5 Traffic Congestion Relief Program Mass Transit projects, including intermodal facilities, are eligible for Traffic Congestion Relief Program (TCRP) funding. The TCRP, funded by Proposition 42 and Proposition 1A, could be used to help fund park-and-ride right-of-way acquisition and construction within San Joaquin County. 7.6 Proposition 1B In 2006, California voters approved Proposition 1B, a nearly $20 billion bond authorization for statewide transportation projects. Of this amount, $3.6 billion (excluding separate security and intercity rail funds) is available for public transportation. Funds are distributed by formula by the State Controller s Office. Proposition 1B could be tapped by the SJCOG for park-and-ride funding under the capital service expansion, new capital projects, and bus rapid transit improvement items listed in the text of Proposition 1B. 7.7 Transportation Development Act The TDA program provides Local Transportation fund (LTF) and State Transit Assistance fund (STA) dollars to counties statewide for the development and support of public transportation. Generally, TDA funds are used for operating expenses for transit agencies, as well as for some capital expenses. Park-and-ride lots are eligible for funding under the TDA but it is discouraged within the TDA text. Possible park-and-ride applications may 59 October 31, 2007

75 fall under pedestrian and bicycle facilities or capital-intensive improvements. Using TDA funds for leveraging other state and federal funds may prove to be more successful than using them exclusively for funding park-and-ride lots. 7.8 Caltrans SHOPP Funds SHOPP funds are oriented towards physical highway improvements such as auxiliary lanes and intelligent transportation systems (ITS) to enhance safety, maintenance, and mobility. Funds are allocated to each Caltrans District under several categories of projects: Collision Reduction Mobility Bridge Preservation Roadway Preservation Roadside Preservation Facilities Park-and-ride projects could potentially receive funding under the SHOPP Mobility Program when integrated with other mobility enhancing projects such as Transportation Management Systems (ITS components) or projects that address spot congestion areas such as interchange modifications. Projects competing to receive SHOPP funds need to be submitted to the District Director s office. Evaluation criteria include vehicle-hours of delay saved and regional significance of the project. 7.9 Integration with Other State and Regional Operational Improvement Projects Integrating future park-and-ride lot construction or expansion with highway operational improvement projects can open up new funding sources for park-and-ride. The ongoing assessment of HOV lane potential in San Joaquin County indicates significant potential for HOV lanes on major commute sections of I-5, I-205 and SR-99. If constructed, these HOV lane additions would offer an opportunity to integrate park-and-ride as a supportive, value-adding component of the projects. SJCOG will need to work with Caltrans and SJRTD to demonstrate how park-and-ride lots, when built in conjunction with HOV lanes can bring even more benefits to delay reduction than if HOV lanes were to be built alone. More commuters would be able to take advantage of the travel-time savings that HOV lanes offer if a comprehensive network of park-and-ride lots and HOV lanes were to be integrated into the regional roadway and public transportation system. Future corridor wide ITS projects may also offer opportunities for support of park-and-ride though system integration. Changeable Message Signs (CMS) and traffic monitoring stations could give commuters travel-time information in real-time for freeway and transit. 60 October 31, 2007

76 Commuters can then make informed decisions and, should the travel-time savings be enough, switch to transit via conveniently located park-and-ride lots Measure K Since 1990, Measure K has allowed SJCOG to collect a 1/2-cent sales tax and use the money to fund various transportation projects countywide. Of these funds, 32.5 percent is available for passenger rail and bus service, including multi-modal stations and commuter transit/intra-city services. Park-and-ride lots could be funded through this portion of Measure K and these funds could also be utilized to leverage state and federal funds such as STP, CMAQ, TDA, or Proposition 1B funds City Impact Fees City impact fees ranging from sewer fees to transportation fees exist in most of the cities within San Joaquin County. They are generally charged to new development projects or development expansion projects to help offset the cost of building the required city infrastructure. Transportation fees are tied to the size of the development project, measured either in the number of new dwelling units or the square footage of the project. A logical nexus to a transportation impact is required and therefore the transportation impact fees are usually reserved for roadway capacity improvements to offset the new auto trips generated by the development. Park-and-ride lots are not specifically addressed by most impact fees however Developer Contributions In addition to the city impact fees, developer contributions specifically for park-and-rides represent another major potential source for funding the future expansion of park-and-ride facilities. Park-and-ride facilities can be a significant element applied when either mitigating the impacts of new development on nearby overcrowded or casual park-and-ride facilities, or when mitigating additional congestion impacts resulting from new development. Park-and-ride facilities could be noted as a potential concern expressed in response to the Notice of Preparation stage resulting from California Environmental Quality Act (CEQA) studies, and could further be used to either mitigate park-and-ride lot overcrowding or mitigate significant congestion impacts during the review for qualifying residential, commercial or mixed-use development proposals. The Measure K Renewal has specific language that reinforces the need for new development to provide adequate funding and facilities to mitigate the impact of the development on travel and congestion in the region. The new measure K includes the following requirements: 1. Monitor VMT as a key indicator of growth and jobs/housing targets 2. Adopt programs to strive to limit VMT growth to rate of growth of population 61 October 31, 2007

77 3. Support and plan for heavy passenger rail and regional bus connections to the Bay area and Sacramento 4. Ensure that development contributes a fair share and provides transportation improvements at the time of construction These requirements can be used to strengthen the position of the cities, the County, SJCOG, Caltrans and other agencies reviewing EIRs under CEQA and enhance the potential for getting more participation from developers in expanding the park-and-ride program Public-Private Partnerships Public-private partnerships are already providing significant benefits for park-and-ride in San Joaquin County in the form of shared lots where property owners such as retail businesses and churches agree to share their parking spaces during the day on weekdays. The parking for these private facilities is usually designed for a peak parking demand that occurs at times other than the periods of park-and-ride demand. Most of the retail businesses that share spaces have their peak demand on weekends and holidays and the churches on Sundays. Through these partnerships, the businesses and churches provide a public good and gain some exposure by allowing use of parking spaces that would otherwise be empty during the weekdays. As the county becomes more urbanized and the transportation system matures other opportunities for public-private partnerships may also emerge. Examples of public-private partnership arrangements that have been used elsewhere include the following: Design-build-finance-operate. Private sector partners are responsible for designing, building, financing, and operating one or more park-and-ride lots. Financing is generally leveraged through a revenue stream such as parking fees or increased farebox recovery and could be guaranteed by the public sector. Long-term lease agreement. Publicly-financed facilities that generate revenue, such as a pay-to-park park-and-ride lot, are leased to private sector concessionaires for a set period. During this time, the private sector partner operates and maintains the facility in exchange for the right to collect fees from users. User fees, lease length, and other conditions may be set by the public sector owner of the park-andride lot. Transit oriented development. Developers wishing to construct residential, commercial, or mixed-use developments on or above transit property can do so in exchange for payments to transit agencies. Conditions may also include annual lease payments or construction of transit facilities such as a park-and-ride lot. 62 October 31, 2007

78 Besides financial benefits, security and aesthetics can also benefit with the added activity at and around a park-and-ride lot Funding Summary The only funding that is currently earmarked specifically for park-and-ride is roughly $200,000 per year in the first 10 years of Measure K Renewal. Most of the other federal and state funding sources are formula based and park-and-ride would compete with other needs in San Joaquin County. The highlighted sources in Table 11 are more likely to represent new funds for San Joaquin County because they are more discretionary and getting the funds for park-and-ride would not necessarily be at the expense of other transportation programs in the county. The analysis of potential costs and the available funding sources clearly demonstrates the need for participation of the private sector. Because the growth in housing in the county is expected to significantly increase the long-distance commuting and the traffic congestion and air quality impacts that will result, requiring the provision of park-and-ride spaces as a condition of new development is a logical and essential element of the program. Making new park-and-ride facilities a part of new commercial developments is also the most efficient and effective method for providing the new spaces because there is often excess capacity in shopping centers where the parking supply is most often designed to meet a maximum demand that occurs on weekends or during holiday shopping periods. Spaces would otherwise go un-used on weekdays if not made available for park-and-ride. Using space in shopping centers for park-and-ride also provides an additional level of security for the users because of the activity around the commercial activity around the lot during most of the hours that the spaces are used by the commuter. The owners of the shopping centers also benefit form the shared-use arrangements because they get exposure to the commuters as potential customers on a daily basis. Churches can be an appropriate location for shared use of the lots for park-and-ride if there is adequate lighting and other design features. Church lots are generally designed to meet a Sunday peak demand and the spaces are only lightly used for church purposes on weekdays. p:\p\07\ sjcog park & ride lots\documents\final report\final report doc 63 October 31, 2007

79 Appendix A Park-and-Ride Lot Inventory

80 Park-and-Ride Lot 1: SR 99 / SR 12 Lot Information Jurisdiction: City of Lodi Sponsor: Caltrans Type of Lot: Dedicated Lot Park-and-Ride Capacity: 38 regular and 2 handicapped Number of Bike Racks/Lockers: 7 SJRTD Interregional Bus Routes: None Inventory Results Date of Survey: March 6, 2007 Number of park-and-ride vehicles counted: 21 Overall Utilization: 53% Observations: This lot is immediately off SR 99 and Victor Road/SR 12 interchange. There are park-and-ride signs in the lot, but not on Victor Road or at freeway exit. Pavement and Striping are in good condition. Fair amount of lighting fixtures exist in the lot. There is one vehicle entry and exit point in the lot. No fencing is installed. No bus shelters or bus schedule are posted. Lot Location: Park-and-Ride Lot Inventory 1 Appendix A

81 Photos (Lot 1): Parking lot layout Parking lot condition Handicapped parking available in the lot Bike racks Parking lot condition Parking lot condition Park-and-Ride Lot Inventory 2 Appendix A

82 Park-and-Ride Lot 2: SR 99/Victor Road (Omelet House) Lot Information Jurisdiction: City of Lodi Sponsor: SJCOG/SJRTD Type of Lot: Shared-use Lot of Omelet House Park-and-Ride Capacity: 30 regular Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: #163 (Sacramento) Inventory Results Date of Survey: March 6, 2007 Number of park-and-ride vehicles counted: 28 Overall Utilization: 93% Observations: This lot is off the SR 99 and Victor Road/SR 12 interchange. There are park-and-ride signs in the lot. There are no leading park-and-ride signs on Victor Road or freeway exits. Dedicated park-and-ride spaces are indicated with a circle pavement marking (see photo). Striping is in acceptable condition. Cracks appear in the pavement. Fair amount of lighting fixtures exist in the lot. There are two vehicle entry and exit points provided in the lot. No fencing was installed for this shared-use lot, and no shelters or bus schedule are posted. Lot Location: Park-and-Ride Lot Inventory 3 Appendix A

83 Photos (Lot 2): Parking lot layout Park-and-ride Sign in the lot Parking lot condition Park lot condition Circle pavement marking for park-n-ride Pavement cracks Park-and-Ride Lot Inventory 4 Appendix A

84 Park-and-Ride Lot 3: I-5 / SR 12 (Flag City) Lot Information Jurisdiction: City of Lodi Sponsor: Caltrans Type of Lot: Dedicated Lot Park-and-Ride Capacity: 41 regular and 2 handicapped Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: None Inventory Results Date of Survey: March 6, 2007 Number of park-and-ride vehicles counted: 47 Overall Utilization: 109% Observations: This lot is located adjacent to the I-5 and SR 12 interchange, and was observed to be fully occupied. Vehicles were parked at the sides of the parking lot during the time of visit. There are park-and-ride signs in the lot and also on SR 12. Striping and pavement are in fair condition. Some lighting fixtures exist in the lot. There is one vehicle entry and exit point in the lot. Fencing was installed around the parking lot. No shelters or bus schedule are posted. Lot Location: Park-and-Ride Lot Inventory 5 Appendix A

85 Photos (Lot 3): Parking lot layout Park-and-ride sign on SR 12 Parking lot condition Vehicles parked on the sides of lot Park-and-ride sign in the lot Lot entrance Park-and-Ride Lot Inventory 6 Appendix A

86 Park-and-Ride Lot 4: Kelley Drive (Calvary Church) Lot Information Jurisdiction: City of Stockton Sponsor: SJCOG/SJRTD Type of Lot: Shared-use Lot Park-and-Ride Capacity: 40 regular Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: #160 (Dublin/Pleasanton BART) and #171 (San Jose) Inventory Results Date of Survey: March 6, 2007 Number of park-and-ride vehicles counted: 63 Overall Utilization: 158% Observations: This lot is located on Kelley Drive, close to I-5 and Hammer Lane interchange, and was observed to be heavily used. There is park-and-ride signage in the lot, but not on the freeway exit or on Kelley Drive. There is no pavement marking indicating the dedicated park-and-ride spaces. Both striping and pavement are in fair condition. Some pavement cracks appear in the lot. Fair amount of lighting fixtures exist. There is neither fencing nor bus shelters provided. There are two vehicle entry and exit points for this parking lot. A sidewalk along Kelley Dive provides pedestrian access to the parking lot from the neighborhood. Lot Location: Park-and-Ride Lot Inventory 7 Appendix A

87 Photos (Lot 4): Parking lot layout Parking lot condition Parking lot condition Parking lot condition Cracked pavement Park-and-ride sign in the lot Park-and-Ride Lot Inventory 8 Appendix A

88 Park-and-Ride Lot 5: I-5 / Ben Holt Drive (Marina Center) Lot Information Jurisdiction: City of Stockton Sponsor: SJCOG/SJRTD Type of Lot: Shared-use Lot Park-and-Ride Capacity: 35 regular Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: #151 (Livermore), #152 (Livermore), and #172 (Sunnyvale) Inventory Results Date of Survey: March 6, 2007 Number of park-and-ride vehicles counted: 50 Overall Utilization: 142% Observations: This lot is located at the Marina Shopping Center just off the I-5 and Ben Holt Drive interchange. There is one park-and-ride sign in the lot designating the park-and-ride area but there is no leading sign on Ben Holt Drive or at freeway exit. There is no pavement marking indicating the dedicated park-and-ride spaces. Parking pavement is in fair condition. Some lighting fixtures exist in the lot. There is no fencing install at this parking lot. No shelters or bus schedule are posted. There are multiple vehicle access points for this retail parking lot. Pedestrians can access the lot through the sidewalk provided on Herndon Place. Lot Location: Park-and-Ride Lot Inventory 9 Appendix A

89 Photos (Lot 5): Parking lot layout Parking lot condition Sidewalk adjacent to the lot Parking lot condition Park-and-ride sign in the lot Park-and-Ride Lot Inventory 10 Appendix A

90 Park-and-Ride Lot 6: SR 99/Hammer Lane (Wal-Mart) Lot Information Jurisdiction: City of Stockton Sponsor: Wal-Mart Type of Lot: Shared-use Lot Park-and-Ride Capacity: 56 regular Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: None Inventory Results Date of Survey: March 6, 2007 Number of park-and-ride vehicles counted: 11 Overall Utilization: 20% Observations: This lot is located at the Wal-Mart superstore parking area, close to the SR 99 and Hammer Lane interchange. There is no park-and-ride sign indicating the dedicated park-an-ride spaces in this privately owned park-and-ride lot or on Hammer Lane. This lot was observed to be underutilized by park-and-ride commuters. Mainly retail shoppers were using the lot. Striping and pavement are in fair condition. Some lighting fixtures exist in the lot. There are surveillance cameras installed for parking lot security. No shelters or bus schedule are posted. Lot Location: Park-and-Ride Lot Inventory 11 Appendix A

91 Photos (Lot 6): Parking lot layout Mainly retail shopper vehicles parked in the lot Yellow dot indication Vehicle access point of the lot Parking lot condition Sidewalk provided adjacent to the lot Park-and-Ride Lot Inventory 12 Appendix A

92 Park-and-Ride Lot 7: I-5 / Michigan Avenue (Bethany Church) Lot Information Jurisdiction: City of Stockton Sponsor: SJCOG/SJRTD Type of Lot: Shared-use Lot Park-and-Ride Capacity: 45 regular Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: #152 (Livermore), #160 (Dublin Pleasanton BART), #165 (Sacramento), and #171 (Dublin Pleasanton BART) Inventory Results Date of Survey: March 6, 2007 Number of park-and-ride vehicles counted: 27 Overall Utilization: 60% Observations: This lot is located in the Bethany Church lot on Michigan Avenue. There is neither park-and-ride signage nor pavement marking for the park-and-ride area in the lot. No leading signs exist along Michigan Avenue. There are some pavement cracks in the lot. Some of the striping was unclear. There is only one light pole installed in the middle of the lot. No fencing was installed, nor bus shelters. There are in total two vehicle entry and exit points for this lot. Pedestrians can access this lot using the sidewalk provided on Michigan Avenue. Lot Location: Park-and-Ride Lot Inventory 13 Appendix A

93 Photos (Lot 7): Parking lot layout Parking lot condition Parking lot condition Faded striping and confusing marks on pavement Parking lot light pole Park-and-Ride Lot Inventory 14 Appendix A

94 Park-and-Ride Lot 8: Fremont Street /Golden Gate Avenue (Grace Assembly of God Church) Lot Information Jurisdiction: City of Stockton Sponsor: SJCOG/SJRTD Type of Lot: Shared-use Lot Park-and-Ride Capacity: 49 regular Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: #157 (Dublin/Pleasanton), #163 (Sacramento), #166 (Pleasanton/Sunnyvale), #170 (San Jose), #173 (Sunnyvale), #174 (Mountain View/Palo Alto), and #175 (Milpitas/Santa Clara/San Jose) Inventory Results Date of Survey: March 6, 2007 Number of park-and-ride vehicles counted: 38 Overall Utilization: 77% Observations: This park-and-ride lot located in the Grace Assembly of God Church lot at the corner of the intersection of Fremont Street and Golden Gate Avenue, in close proximity to the interchange of SR 99 and Fremont Street. No signs are installed on Fremont Street. There is neither park-and-ride sign nor pavement marking indicating the park-and-ride parking spaces. Some lighting fixtures were installed around the building but not the main parking area. Some of the parking striping and pavement markings are fading and maybe confusing to drivers. Fencing was installed around the lot property. There are two gated vehicle access points for this parking lot, however, only one of them was opened on the day of visit. Sidewalks are provided along Golden Gate Avenue and Fremont Street, which provide pedestrian access to the lot. Lot Location: Park-and-Ride Lot Inventory 15 Appendix A

95 Photos (Lot 8): Parking lot layout Parking lot condition Parking lot condition Unclear striping Fenced lot Parking lot entrance Park-and-Ride Lot Inventory 16 Appendix A

96 Park-and-Ride Lot 9: 5 th Street (Community Center) Lot Information Jurisdiction: City of Lathrop Sponsor: City/SJCOG Type of Lot: Shared-use Lot Park-and-Ride Capacity: 48 regular Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: #160 (Dublin/Pleasanton BART), #171 (Dublin/Pleasanton BART), and #172 (Sunnyvale) Inventory Results Date of Survey: March 6, 2007 Number of park-and-ride vehicles counted: 46 Overall Utilization: 96% Observations: This lot is located in the Community Center lot on 5 th Street, a distance away from the freeway interchange of I-5 and Lathrop Road. This park-and-ride lot is observed to be highly utilized on the day of visit. Park-and-ride signage on 5 th Street and in the lot is provided. Both the pavement and striping are in good condition. Fair amount of lighting fixtures exist in the parking lot. There are two vehicle access points provided for this lot. Pedestrians could access the lot using the sidewalk provided on 5 th Street. No bus shelters are provided, however, there is a bus drop-off and pick-up area in the lot. There is no fencing installed. Lot Location: Park-and-Ride Lot Inventory 17 Appendix A

97 Photos (Lot 9): Parking Lot layout Parking lot condition Parking lot condition Private vanpool service available Park-and-ride sign on 5 th Street Park-and-ride sign in the lot Park-and-Ride Lot Inventory 18 Appendix A

98 Park-and-Ride Lot 10: Northgate Drive (Brethren Church) Lot Information Jurisdiction: City of Manteca Sponsor: SJCOG/SJRTD Type of Lot: Shared-use Lot Park-and-Ride Capacity: 40 regular Number of Bike Racks/Lockers: 2 bike lockers SJRTD Interregional Bus Routes: #153 (Livermore) and #154 (Livermore) Inventory Results Date of Survey: March 7, 2007 Number of park-and-ride vehicles counted: 24 Overall Utilization: 60% Observations: This lot is located in the Brethren Church lot at the intersection of Northgate Drive and Stonewood Avenue, close to the Interchange of SR 99 and N. Main Street. There is no park-and-ride signage in the lot or in Northgate Drive. Striping of the lot is in good condition. There are some major cracks appear on the pavement. There is no lighting fixture installed in the main parking area. Two vehicle access points are provided for this lot, while sidewalk along Northgate Drive provide pedestrian access path to the lot from the neighborhood. No fencing exists around the lot property. Lot Location: Park-and-Ride Lot Inventory 19 Appendix A

99 Photos (Lot 10): Parking lot layout Cracked pavement Parking lot condition Parking lot condition Bike lockers and park-and-ride sign Park-and-Ride Lot Inventory 20 Appendix A

100 Park-and-Ride Lot 11: SR 120/Main Street (Wal-Mart) Lot Information Jurisdiction: City of Manteca Sponsor: Developer Type of Lot: Shared-use Lot Park-and-Ride Capacity: 50 regular Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: #154 (Livermore), #157 (Dublin/Pleasanton), #164 (Sunnyvale), #166 (Pleasanton/Sunnyvale), #167 (Livermore), #170 (San Jose), #173 (Sunnyvale), and #174 (Mountain View/Palo Alto) Inventory Results Date of Survey: March 7, 2007 Number of park-and-ride vehicles counted: 100 Overall Utilization: 200% Observations: This lot is located in the Wal-Mart lot off the interchange of SR 99 and S. Main Street. This park-and-ride lot is observed to be heavily used on the day of visit. There is no sign on SR 120 or Main Street. There is one park-and-ride sign installed at the access point of the lot, but there is no clear indication of where the dedicated park-and-ride stalls are located. Both striping and pavement are in good condition. There are enough lighting fixtures installed in the lot. The major vehicle access point is located on S. Main Street. No bus shelters are installed and no bus schedule is posted. Lot Location: Park-and-Ride Lot Inventory 21 Appendix A

101 Photos (Lot 11): Parking lot layout Parking lot condition Clear striping Parking lot condition Park-and-ride sign in the lot Park-and-Ride Lot Inventory 22 Appendix A

102 Park-and-Ride Lot 12: I-205 / Naglee Road Lot Information Jurisdiction: City of Tracy Sponsor: City/SJCOG Type of Lot: Dedicated Lot Park-and-Ride Capacity: 170 regular and 10 handicapped Number of Bike Racks/Lockers: 1 bike rack and 4 bike lockers SJRTD Interregional Bus Routes: #153 (Livermore), #154 (Livermore), #157 (Dublin/Pleasanton), #160 (Dublin/Pleasanton BART), #162 (Sunnyvale), #163(Sacramento), #170 (San Jose), #171(Dublin/Pleasanton BART), #173 (Sunnyvale), and #174 (Mountain View/Palo Alto) Inventory Results Date of Survey: March 8, 2007 Number of park-and-ride vehicles counted: 113 Overall Utilization: 63% Observations: This lot is located just off the interchange of I-205 and Naglee Road. The lot is well maintained and in good condition. There are signs installed at the entrance of the park-andride lot. Fair amount of lighting exists in the lot. Fencing is installed around the park-andride lot to provide security. A bus shelter is provided at this lot; however, no bus schedule is posted. There is one vehicle access point located on Naglee Road. A sidewalk on Naglee Road provides pedestrian access to the lot. Lot Location: Park-and-Ride Lot Inventory 23 Appendix A

103 Photos (Lot 12): Parking lot layout Parking lot condition Adequate light poles installed Fencing and sidewalk provided Parking lot entrance and exit Park-and-ride leading sign Park-and-Ride Lot Inventory 24 Appendix A

104 Bus shelter provided in the lot Bike lockers and racks provided in the lot Park-and-Ride Lot Inventory 25 Appendix A

105 Park-and-Ride Lot 13: I-205 / MacArthur Drive (Factory Outlet) Lot Information Jurisdiction: City of Tracy Sponsor: Developer Type of Lot: Shared-use Lot Park-and-Ride Capacity: 45 regular Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: None Inventory Results Date of Survey: March 8, 2007 Number of park-and-ride vehicles counted: 4 Overall Utilization: 1% Observations: The factory outlet is located on Pescadero Avenue, and in close proximity to the interchange of I-205 and MacArthur Drive. The park-and-ride stalls are located at the back of the retail building of the factory outlet. There are signs provided on Pescadero Avenue and at the entrance of the outlet center. The pavement is in good condition, but the PARK N RIDE pavement marking at each parking stall has faded and may be unclear to drivers. There are two vehicle entry and exit points on Pescadero Avenue for this lot. Lot Location: Park-and-Ride Lot Inventory 26 Appendix A

106 Photos (Lot 13): Parking lot layout Parking lot condition Parking lot was underutilized Faded pavement markings Park-and-ride leading sign Park-and-ride sign in the lot Park-and-Ride Lot Inventory 27 Appendix A

107 Park-and-Ride Lot 14: SR 99/E. Main Street (Nestle Parking Area) Lot Information Jurisdiction: City of Ripon Sponsor: City Type of Lot: Shared-use Lot Park-and-Ride Capacity: 40 regular Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: #167 (Livermore) Inventory Results Date of Survey: March 7, 2007 Number of park-and-ride vehicles counted: 20 Overall Utilization: 50% Observations: This lot is located in Nestle parking area adjacent to 2 nd Street, and is close to the interchange of SR 99 and E. Main Street. There is no vehicle access provided from 2 nd Street. The only entrance is located on Industrial Avenue Vehicles are required to approach on 4 th Street and make a left on Industrial Avenue to access the lot. The striping for the parking spaces has faded. Lighting is provided at the lot. There is no fencing and no bus shelter installed at this lot. Lot Location: Park-and-Ride Lot Inventory 28 Appendix A

108 Photos (Lot 14): Parking lot layout Parking lot condition Parking lot condition Parking lot condition Park-and-Ride Lot Inventory 29 Appendix A

109 Park-and-Ride Lot 15: SR 120 / Main Street (Crossroads Center) Lot Information Jurisdiction: City of Escalon Sponsor: City/SJCOG Type of Lot: Shared-use Lot Park-and-Ride Capacity: 14 regular and 1 handicapped Number of Bike Racks/Lockers: None SJRTD Interregional Bus Routes: None Inventory Results Date of Survey: March 7, 2007 Number of park-and-ride vehicles counted: 2 Overall Utilization: 14% Observations: The lot is located at the back of the Crossroad Center parking lot. A large park-and-ride sign at the park-and-ride area and leading signs are installed in the parking lot. Pavement and striping are in good condition. There are lighting fixtures installed at the parking area. No bus stop or bus shelter exists in the lot. Lot Location: Park-and-Ride Lot Inventory 30 Appendix A

110 Photos (Lot 15): Parking lot layout Parking condition underutilized Parking lot condition Clear signage provided in the lot Park-and-Ride Lot Inventory 31 Appendix A

111 Park-and-Ride Lot 16: Main Street Lot Information Jurisdiction: City of Escalon Sponsor: City/SJCOG Type of Lot: Dedicated Lot Park-and-Ride Capacity: 38 regular and 2 handicapped Number of Bike Racks/Lockers: 1 bike locker SJRTD Interregional Bus Routes: #168 (Livermore) Inventory Results Date of Survey: March 7, 2007 Number of park-and-ride vehicles counted: 27 Overall Utilization: 68% Observations: This lot is located on Main Street in the City of Escalon, and is close to the interchange of SR 120 and Main Street. There is one vehicle entry and one exit provided at this lot. A welldesigned bus shelter with pedestrian access is provided. Both the pavement and striping are in good condition. Adequate lighting fixtures are installed. No fencing or any security equipment is installed. Lot Location: Park-and-Ride Lot Inventory 32 Appendix A

112 Photos (Lot 16): Parking lot layout Parking lot condition Handicapped parking spaces available Clear pavement markings Bus Shelter in the lot Park-and-Ride Lot Inventory 33 Appendix A

113 Appendix B SJRTD Transit Bus Accessibility and Maneuverability

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116 Appendix C Letter of Support

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