A CASE STUDY FOR: BART

TCRP PROJECT H-52 Decision-Making Toolbox to Plan and Manage Park-and-Ride Facilities for Public Transportation A CASE STUDY FOR: BART BAY AREA RAPID TRANSIT OAKLAND, CA JULY 15, 2016

Prepared for: Transit Cooperative Research Program Transportation Research Board National Research Council LIMITED USE DOCUMENT This working paper, not released for publication, is furnished only to members of, or participants in the work of, the Transit Cooperative Research Program. It is to be regarded as fully privileged, and dissemination of the information included therein must be approved by the TCRP. Prepared by: In association with: Kittelson & Associates, Inc. Kathryn Coffel Consulting, LLC

TABLE OF CONTENTS List of Tables... ii List of Figures... ii Bay Area Rapid Transit... 1 Introduction... 1 Background... 1 Brief Description of BART... 1 Governance... 2 Operating Context for Park-and-Ride... 3 Factors That Impact Park-and-Ride... 3 Eligible Access to Park-and-Ride... 4 Policies to Manage Demand for Parking... 5 Parking Programs... 5 Monthly Reserved Parking Program... 5 Daily Reserved Parking Program... 6 Airport/Long-Term Reserved Parking Program... 6 Demand-Based Parking Program... 6 Payment Options... 7 Revenue and Costs... 8 Rules and Regulations... 9 Enforcement... 9 Title VI... 10 Innovation... 10 Summary Notable Practices... 10 Summary Lessons Learned... 10 Works Cited... 12 i

LIST OF TABLES Page Table 1. BART Budget and Service Area Size... 1 Table 2. Key BART Operating Statistics... 3 Table 3. Systemwide Access Targets (A.M. Peak)... 5 LIST OF FIGURES Page Figure 1. BART System Map, 2016... 2 Figure 2. BART Parking Facility Fill Times, October 2015... 8 ii

INTRODUCTION BAY AREA RAPID TRANSIT This focused case study describes the aspects of the San Francisco Bay Area Rapid Transit District s (BART) park-and-ride program relating to managing parking demand and parking programs. Park-and-ride has been a key mode of access to BART stations. The transit agency has parking facilities at 33 of its 45 stations, with 46,735 spaces total. Long-term parking is offered at 31 of the 33 parking facilities. Population growth has caused parking to be expensive and scarce throughout the region. This has put additional pressure on the BART park-and-ride facilities, many of which are now in the middle of dense development. Nearly all of BART s parking facilities are at capacity every weekday, compelling the transit agency to take a variety of measures to manage parking. This case study focuses on BART s parking demand management strategies. Case study efforts included email communication and phone interviews. BACKGROUND Brief Description of BART BART began construction of its heavy rail system in 1962 and began revenue service in 1972. Today, BART operates five heavy rail lines comprised of 45 stations and 107 miles of track (Figure 1). These lines connect Alameda, Contra Costa, San Francisco, and San Mateo counties, and serve the San Francisco Airport. In addition, an automated people mover connects the Coliseum Station to the Oakland International Airport. Construction is underway to extend the system south from Fremont to Warm Springs, where BART will connect with Santa Clara Valley Transit Authority transit service. The greater San Francisco Bay Area and BART have experienced tremendous growth in the 44 years since BART started service. When it opened in 1972, BART carried approximately 170,000 passengers per week. In 2015, on the average weekday, the two busiest stations (Embarcadero and Montgomery) accounted for over 170,000 trips, as many passengers as the full system carried in a week in 1972 (1). The growth has put pressure on all aspects of the BART system, including transit centers, park-and-ride facilities, and bicycle storage facilities. 2014 Service Area (sq. miles) Table 1. BART Budget and Service Area Size 2014 Service Area Population 2014 Service Area Density (person/sq. mile) FY 2016 Operating Budget FY 2016 Capital Budget 93 833,762 8,965 $846,300,000 $664,700,000 Source: 2014 National Transit Database (2) and BART (3) BART has one of the most well-developed station access planning programs in the United States. The program s policy basis is the transit agency s Access Management and Improvements Policy adopted in 2000 (4). The guidelines identify an access hierarchy prioritizing low-cost, highcapacity modes and describe planning principles for each mode. This framework allows BART to 1

effectively deal with the numerous local jurisdictions, transit agencies, shuttle operators, and other stakeholders located within its service area, and to apply a consistent process to stations system wide. BART is in the process of updating its access planning guidelines to reflect the changes in growth of the region and the operating environment. Governance BART is governed by a nine-member board of directors elected from each of the nine BART transit districts. Board members serve a four-year term. Regular meetings of the board of directors and standing committees are generally twice a month. The meetings are streamed live, and past meetings are available on-demand through BART s website. Source: BART Website Figure 1. BART System Map, 2016 The transit agency s funding sources include fares, parking revenues, federal funds, state funds, property tax, regional bridge tolls designated for capital renovation and expansion of the BART system, general obligation bonds, sales tax revenue bonds, and a dedicated $0.375 sales tax in Alameda, Contra Costa, and San Francisco. BART reported a 2015 fare recovery ratio of over 75 percent. BART s one-way fares are based on distance traveled and can range from $1.95 to $15.70. Key BART operating statistics are shown in Table 2. 2

Service Mode Vehicles Operated in Maximum Service Table 2. Key BART Operating Statistics Average Weekday Unlinked Trips Annual Unlinked Trips Annual Vehicle Revenue Miles Annual Vehicle Revenue Hours Operating Expenses (000 s) Fare Revenues (000 s) Heavy Rail 534 417,286 125,784,207 64,766,101 1,803,171 $533,551 $415,742 Note: Parking fee revenues are included in Other Revenues. Source: 2014 National Transit Database. (2) Developed as a regional transportation network over 40 years ago, the BART system included significant parking facilities at all of its non-downtown locations. Today, 33 of the 45 stations have either structured or surface parking, with a total of 46,735 parking spaces. Fees are charged at all parking facilities. The 12 stations that do not have parking are the stations at the Oakland and San Francisco airports, one station in downtown Berkeley, two stations in downtown Oakland, and seven stations in downtown San Francisco. OPERATING CONTEXT FOR PARK-AND-RIDE Factors That Impact Park-and-Ride Growth in the San Francisco Bay area has resulted in a sprawling metropolitan area with workers traveling from ever-increasing distances to work in San Francisco, the Silicon Valley (Santa Clara County), and other employment centers. Parking is limited and expensive in San Francisco, Oakland, Berkeley, and activity centers throughout the region. This creates dual pressures on BART s parking facilities: from riders who use the facilities to access the BART system, and from non-riders who are simply looking for a place to park in order to do business in the surrounding neighborhood. Increased congestion on the transportation network has encouraged commuters to find alternative modes to work. BART s weekday ridership increased 19 percent in the seven years from 2008 to 2015. During the same period, park-and-ride capacity has been essentially flat, so almost all park-and-ride facilities are at capacity every weekday. The result has been that the percentage of patrons accessing BART through park-and-ride decreased from 39 percent in 2008 to 29 percent in 2015. In addition to pressure from increasing ridership, the park-and-ride facilities are attractive to nonriders who are simply looking for a place to park. BART has instituted policies to help ensure that only riders are using its facilities. In addition to the pressures from development, perceptions of transit have changed in recent years. Residences in walkable areas near transit have become highly desirable. Homes and offices near BART stations now sell and rent at a premium compared to locations farther from transit. The land adjacent to BART stations is becoming increasingly valuable as a revenue source for BART and as an opportunity to help implement state and regional policy goals. Affordable housing goals seek to allow lower-income persons to live closer to their jobs. Transitoriented development where property currently used for parking is converted into residential and 3

mixed-use development is viewed as a strategy for achieving housing goals. However, at $40,000 $60,000 per space for structured parking, the cost of replacement parking is an obstacle to providing more workforce housing near BART (5). Eligible Access to Park-and-Ride BART parking lots and garages are restricted to use by its customers, defined as one who parks a vehicle in a BART parking facility and proceeds directly to the paid area of the adjacent BART station. There are two exceptions: (a) The original parking garage at the Pleasant Hill Station was built with federal highway funds. As such, the facility is not restricted to BART customers only. Anyone can park in that facility, and all must pay the parking fee. (b) Caltrain commuters are allowed to the Millbrae park-and-ride facility. Carpools. Twenty-one parking facilities contain designated areas for permitted carpoolers on weekdays from 4 a.m. to 10 a.m. These permits require that at least two Carpool-to-BART registered carpoolers be in the vehicle upon parking and have carpool parking permits visible on the dashboard through the windshield of the parked and permitted vehicle. Cars pulling in with just one person are subject to citation, even if they dropped off a passenger at BART before parking. Having a carpool permit does not guarantee a parking space, and after 10 a.m., any open carpool space is available for general use. Permits are available by telephone, through the Regional Rideshare Program at 5-1-1. There is no charge for the permits, but customers parking in the carpool areas are still required to pay the daily fee. Taxis. The BART District s taxi rules are intended to facilitate the orderly operation of taxis on BART District property. Rules state, in part, that taxis should be parked within the limits of the taxi stand (yellow-white-green curb) or designated taxi area. In stations without a taxi stand, the passenger zone will serve as the default taxi stand, but only one taxi can be parked to pick up customers there. When the taxi stand is full, taxis must immediately be driven off the property via the most direct route without stopping, parking, circling, or roaming (6). Carsharing. A total of 54 park-and-ride spaces are reserved at 10 parking facilities for the carsharing services City CarShare and ZipCar. In addition, carsharing is encouraged by including links to carsharing websites from the individual park-and-ride facility pages on the BART website.. Bicycles. Bicycles are an essential part of BART s access planning, with 31 of the 45 stations having some level of bicycle parking. Currently, there is capacity to park almost 4,000 bicycles, with the two largest bicycle-oriented facilities (Downtown Berkeley and Dublin/Pleasanton) each having over 300 bike parking spaces. The BART Bike Parking Capital Plan (April 2015) calls for restructuring the types of bicycle facilities and adding additional capacity for a total of 6,083 spaces. Bike parking is typically located inside or immediately outside the station and is not linked to the automobile parking facilities. 4

POLICIES TO MANAGE DEMAND FOR PARKING BART developed an Access Management and Improvements Policy in 2000 and Station Access Guidelines in 2003. (4,7) The Guidelines provided mode of access targets that demonstrated the intent to shift access away from drive-alone to other modes (Table 3). The access policy and guidelines were complemented in 2005 with a transit-oriented development policy designed to, among other goals, encourage walk access and reduce reliance on auto access to stations (8). Table 3. Systemwide Access Targets (A.M. Peak) Access Mode 1998 Mode 2005 2010 Share Targets Targets Walk 23.0% 24.0% 24.5% Bike 2.0% 2.5% 3.0% Transit 21.0% 21.5% 22.0% Drop-off, Carpool, Taxi 16.0% 19.0% 19.5% Drive Alone 38.0% 33.0% 31.0% Source: BART Station Access Guidelines (4) Much has changed in the years since the initial access policy in 2000. The district has experienced rapid ridership growth, implemented parking pricing, and adopted new policies, and several expansion projects have opened or are under construction. These factors present an opportunity to update the station access policy to better reflect the current context and guide station access investments, resource management, and practices through 2025. The updated access policy is currently in development (9). PARKING PROGRAMS Until 2002, parking was free at all facilities except Lake Merritt, which had a $0.25 fee to discourage college students at the adjacent Laney College from parking there. BART now has almost 15 years of experience with using system-wide parking fees to manage parking demand. The parking permit program is contracted out to a vendor who handles all aspects of the program except for enforcement. (10) Monthly Reserved Parking Program In 2002, the first system-wide paid parking program launched to provide an option to regular commuters. The monthly reserved parking allows passengers to purchase guaranteed parking near the entrance to a station until 10 a.m. on weekdays. The authorized number of spaces set aside for reserved parking could not exceed 40 percent, 25 percent for monthly parking and the remainder for single day and airport/long term parking. The remaining 60 percent of the spaces would be available on a first-come, first-serve basis. The program was successful with waiting lists soon developing for the most popular facilities. In June 2016, the monthly reserved parking fees ranged from $73.50 to $105.00, and West Oakland was $210.00 per month. In 2016, all stations had a waitlist for the monthly reserved parking program, with over 33,000 persons on waitlists. 5

Daily Reserved Parking Program In 2005, the BART Board of Directors approved several new parking programs designed to enhance revenues, including criteria-based daily weekday parking fees at selected stations. The criteria for implementing daily weekday parking fees were (a) parking at the station fills three or more days a week and at least 15 percent of the parking spaces at the station are sold as monthly reserved parking; or (b) the local government jurisdiction requested that BART implement a daily fee. The parking fees are limited to weekdays. Parking is free at all stations on weekends. Daily reserved permits are purchased online for a specific date. A maximum of 10 single-day permits may be purchased through the online system, no more than two months in advance. The permit offers a space to park in the station s permit/reserved areas until 10:00 a.m. Monday through Friday. In February 2016, daily reserved parking fees ranged from $4.50 to $6.00, and were $11.00 at West Oakland. Airport/Long-Term Reserved Parking Program Airport and long-term parking is available at 30 parking facilities. Those excluded from the program are Glen Park, which has five-hour parking only; Coliseum, which is very close to the Oakland airport; and West Oakland, which is heavily used by commuters. This program is the only one that allows parking in excess of 24 consecutive hours, up to 30 days. The permit must be purchased online no sooner than two months in advance of the desired parking dates. For security purposes, the permit will only display the date of the first day of the permit reservation and enforcement officers will verify the permit duration electronically. The permit is valid for spaces in the permit/reserved areas or non-restricted areas. Fees are assessed daily, including weekends, except for the weekend days for those permits that begin or end on a weekend. In June 2016, the daily fees were $7.00 per day at most stations, with a few facilities charging $6.00 or $6.50 per day (including weekends). Demand-Based Parking Program The reserved parking permit program provided an option to commuters but did not curb demand. With long waitlists to purchase monthly parking permits, BART recognized that the continuing and growing pressures on parking facilities would require moving toward a market-based fee structure. In summer 2013, BART implemented a demand-based parking program for general (non-reserved) parking (11). The purpose of the program is to (a) use limited demand-responsive pricing to recover the operating costs of providing parking at BART; (b) generate funding dedicated exclusively for station and access improvements; and (c) encourage non-parking modes of access at BART stations. The program specifies that occupancy in parking facilities be evaluated every six months. If the lot is found to be more than 95 percent occupied during the AM peak period, BART may increase the parking fee by $0.50. The maximum cost is capped at $3 per day at all stations except at West Oakland, the last station in Oakland for passengers inbound to San Francisco, which has no maximum fee. Any change in parking fees remains in effect for at least six months. All revenue raised from the fees goes to programs for improved station access, program enforcement, increased security, and station rehabilitation and modernization. Parking remains free at all 6

stations on weekends. The reserved parking programs (daily, monthly, and airport/long term) are also subject to the demand-based parking program. The demand-based daily parking fee program was implemented with a fee of $5.00 per day at West Oakland and $1.00 per day at all other stations. A winter 2014 evaluation of the program found that the facilities were more than 95 percent full at all but two stations. Per the program specifications, occupancy rates are evaluated every six months, and fees are increased by $0.50 per day for those stations, typically in February and August. As of August 2016, 28 parking facilities were at the cap of $3.00, five were at $2.00 or $2.50, and the West Oakland parking facility was $8.50 per day. BART has not noticed a measureable impact on parking demand with the parking fee increases. These pricing changes have been implemented during a period of quickly growing ridership, so demand for parking at most BART stations continues to exceed supply. Figure 2 shows the time of day each parking facility reached capacity in October 2015 (12). Thirteen lots filled before 8 a.m., with another 13 filling before 9 a.m. Given that most stations are already at the cap, a program change will be necessary to maintain the goal of having a demand-based fee program and encourage alternative modes of access to the stations. Payment Options To reduce the instance of persons parking at BART facilities for purposes other than to ride BART, the daily parking fee payment is only available inside the station fare gates, requiring patrons to pay a fare before they can pay the daily parking fee. Reserved parking permits are purchased online through BART s parking permit vendor at the Select-a-Spot website (linked from the BART website). A variety of methods are available to pay for daily parking fees. For those who wish to pay with cash, they enter their parking stall number at an addfare/parking validation machine and retain the receipt. For those paying with a prepaid magnetic stripe BART blue ticket, the process is similar except for inserting a blue ticket for payment instead of cash. The blue ticket must have enough value to cover the cost of parking and the minimum BART fare, and must be the same ticket used to enter the fare gate. 7

Station Fill Time Station Fill Time West Oakland 6:30 AM Concord 8:20 AM Pittsburg/Bay Point 7:00 AM Ashby 8:25 AM Lake Merritt 7:05 AM El Cerrito Plaza 8:25 AM Union City 7:25 AM El Cerrito del Norte 8:25 AM Rockridge 7:30 AM Fruitvale (c) 8:35 AM Walnut Creek 7:35 AM North Berkeley 8:40 AM Fremont 7:40 AM Colma 8:40 AM MacArthur 7:45 AM Richmond 8:40 AM Orinda 7:45 AM North Concord 8:55 AM Dublin/Pleasanton 7:45 AM Hayward 8:55 AM West Dublin/Pleasanton 7:45 AM San Bruno 9:00 AM Lafayette 7:50 AM South Hayward 9:00 AM San Leandro 7:50 AM Bay Fair 9:05 AM Castro Valley 8:10 AM Coliseum/Oak Airport 9:15 AM Daly City 8:15 AM South San Francisco 9:20 AM Pleasant Hill 8:15 AM Millbrae 11:15 AM Note: Glen Park is not shown parking is not available before 10 a.m. Figure 2. BART Parking Facility Fill Times, October 2015 Many riders now use a smartcard called the Clipper card. Using a Clipper card allows the rider to register for the EZ Rider Parking program. Once an account is set up with a credit/debit card and the Clipper card serial number, a hang-tag is mailed to the rider to be displayed in his or her car. To pay for parking, the rider tags his or her Clipper card at a parking validation machine after entering the fare gates, which activates the hang-tag. This deducts the daily fee charge from the rider s EZ Rider Parking account only on the days that he or she parks and tags the validation machine. Although the Clipper card is tagged at the validation machine, parking payment is charged to the rider s EZ Rider Parking account, not the Clipper card fare payment account. Revenue and Costs Parking fees are a significant source of revenue for BART. The reserved parking programs generated approximately $12 million in revenue for BART in FY 09. By 2013, that amount had increased to $15 million. The new demand-based parking program created daily fees and also allowed for increases to the reserved parking programs. This dramatically increased parking revenues, to $36 million in 2015. The revenues from the demand-based parking program are dedicated exclusively for station and access improvements, program enforcement, and encouragement of non-parking modes of access at BART stations. Among other improvements, the transit agency has hired six additional officers to enforce the program and provide additional security in the parking facilities. Operations and maintenance of the parking facilities are handled in house. A recent cost study found that parking costs the transit agency $1.28/space per day. Parking fees are achieving the intent of the demand-based parking program to use limited demand-responsive pricing to recover the operating costs of providing parking at BART stations. 8

Rules and Regulations In addition to parking fee programs, all facilities have additional rules and regulations that must be followed. Following is a summary of key regulations and requirements. (13) Definition of a Customer. First, BART parking lots and garages are restricted to use by its customers. A customer is defined as one who parks a vehicle in a BART parking facility, proceeds directly to the paid area of the adjacent BART station, and takes a roundtrip on BART, returning directly to his or her vehicle. Others are subject to fine and, if using a reserved parking permit, could have their permit revoked. The one exception is the original parking garage at the Pleasant Hill Station. The facility was built with federal highway funds, and as such, it must be open for anyone who pays the designated parking fee. Weekday Hours. Reserved permit parking spaces are available on a first-come, first-served basis to permit holders until 10:00 a.m., at which point they are open to anyone. Daily fees apply for parking from 4:00 a.m. to 3:00 p.m., after which parking is free for the remainder of the day. There is a 24-hour weekday time limit on parking in all BART lots unless an airport/long-term parking permit has been purchased for those days. Vehicles left in BART parking facilities for more than 24 hours are subject to fine. Some stations have designated midday parking areas. These areas do not allow for vehicles to be parked prior to 10:00 a.m. This leaves spaces available for customers arriving after 10:00 a.m. Extended Weekend Parking. At all BART parking facilities, the 24-hour rule for leaving a vehicle is waived during and throughout weekends and the nine designated holidays, except for those fees that are detailed within the airport/long-term parking reservation policy. A vehicle may be left at a BART parking facility throughout the weekends, and payment of parking fees is not required for those days. Payment is required for any normal operating days either following or preceding a BART designated holiday, Saturday, or Sunday. Carpool Parking. Many of the stations parking lots contain designated areas for permitted carpoolers between 4:00 and 10:00 a.m. These permits require that at least two Carpool-to-BART registered carpoolers be in the vehicle upon parking and at least two carpool parking permits be visible on the dashboard through the windshield of the parked and permitted vehicle. Permits are obtained by calling the Regional Rideshare Program at 5-1-1. There is no charge for the permits, but customers parking in the carpool areas are still required to pay for parking at those stations with requisite parking fees. Enforcement Without a strong enforcement program, the parking fee program would not be successful. Enforcement of the parking programs is the responsibility of the BART police department. In 2016, there were six full-time enforcement officers, as well as 26 additional officers whose duties include parking enforcement. The revenue from the parking program is being used to hire an additional four full-time parking enforcement officers. It is anticipated that the hiring trend will continue in future years. 9

Parking permits are issued to a specific license plate number and can only be validated by enforcement personnel if entered correctly. In addition, the information can also be used by BART police in the event something out of the ordinary should happen that requires them to get in contact with the vehicle owner. Title VI The Federal Transit Administration ruled that parking fees do not require a Title VI analysis. A parking fee is related to the mode of access and is separate from the transit fare. INNOVATION Parking enforcement for the reserved parking programs is based on specific license plate numbers. To facilitate monitoring, BART is procuring license plate reading technology that can rapidly scan parked cars and verify whether the vehicle is registered in a parking program. This will greatly improve the efficiency of monitoring the program, preserving the program s integrity, and making more efficient use of staff resources. BART s fare and parking technology system allows the transit agency to track station ridership and parking in real time. The transit agency is contracting with a vendor to develop an application that will take the existing data and provide capacity updates on the BART website and allow push notices on parking availability to be sent to customers, such as through a text message. The data will be available to the developer community, so others can create apps that customize the information for riders. SUMMARY NOTABLE PRACTICES BART has developed policies and practices for park-and-ride that ensure the transit agency s goals can be met efficiently and effectively. BART s notable practices include: Station access policies, plans and guidelines, in place since 2000, that provide a framework for managing parking and reducing investment in new park-and-ride facilities A parking management strategy at all facilities that includes reserved parking permits for monthly use, daily use, carpools, and/or long-term/airport parking A demand-based parking fee program at all stations that applies to all reserved and unreserved parking and allows fees to be increased every six months to a cap of $3.00, except at the West Oakland station, which does not have a cap Strong parking enforcement procedures that ensure compliance with parking fee programs, maximizing revenue to the transit agency Parking fee revenue dedicated to station, parking facility and access improvements, and security and enforcement Determination from the Federal Transit Administration that parking fees are not transit fares and are exempt from Title VI analysis requirements. SUMMARY LESSONS LEARNED The purposes of the parking fees are to (a) recover the operating costs of providing parking at BART, (b) generate funding dedicated exclusively for station and access improvements, and 10

(c) encourage non-parking modes of access at BART stations. Revenues generated are helping meet the first two goals. The flat number of parking spaces despite ridership continuing to climb has meant that a smaller percentage of riders are park-and-riding and are finding other modes of access. This is helping meet the third goal of the program. However, so far, the fees have not been shown to reduce the demand for parking. All but five park-and-ride facilities have reached the maximum allowed $3 daily maximum. The waitlists for monthly reserved parking are thousands of people long. At the same time, connecting transit services, such as San Francisco Muni and AC Transit, have adult, one-way base fares of $2.00 or more. A roundtrip fare is at least $4.00, which is more expensive than the daily parking fee. If BART wishes to use parking fees to reduce demand in parking and shift patrons to other modes of access, it will need to review the maximum fees allowed such that parking is not more attractive than other options. 11

WORKS CITED 1. BART. BART 2016 Factsheet. www.bart.gov/sites/default/files/docs/2016factsheet_v12_0.pdf. Accessed June 20, 2016. 2. Federal Transit Administration, U.S. Department of Transportation, Washington, D.C. 2014 National Transit Database. www.transit.dot.gov/ntd/ntd-data. Accessed June 7, 2016. 3. BART. Fiscal Year 2016 Preliminary Budget Memo, March 31, 2015. www.bart.gov/sites/default/files/docs/fy16%20pbm%20final%2003.31.15.pdf. Accessed July 18, 2016. 4. BART. BART Access Management and Improvements Policy, Adopted 2000. www.bart.gov/sites/default/files/docs/2000%20station%20access%20policy.pdf. Accessed November 11, 2015. 5. BART. BART Station Access Policy Update, Policy Contest and Best Practices Review, BART Planning, Development, and Construction, October 22, 2015. www.bart.gov/sites/default/files/docs/bart%20access%20policy%20update%20- %20Policy%20Context%20and%20Best%20Practices%20Review_1.pdf. Accessed November 21, 2015. 6. BART. BART Police Department Policy Manual, Policy 523 Taxi Rules, June 2015. www.bart.gov/sites/default/files/docs/2011_bart_taxi_rules.pdf. Accessed June 20, 2016. 7. BART. BART Station Access Guidelines, Nelson/Nygaard Consulting Associates, April 2003. www.bart.gov/sites/default/files/docs/2003%20station%20access%20guidelines.pdf. Accessed June 20, 2016. 8. BART. Transit-Oriented Development Policy, Adopted July 14, 2005. www.bart.gov/sites/default/files/docs/bart_tod_policy.pdf. Accessed November 12, 2015. 9. BART. Draft BART Station Access Policy, Draft, April 21, 2016. www.bart.gov/sites/default/files/docs/bart%20access%20policy%20- %20Final%20Board%20Draft%202016-04-21.pdf. Accessed June 20, 2016. 10. BART. BART, Parking Home Page. www.bart.gov/guide/parking. Accessed June 2016. 11. BART News Articles, February 28, 2013. www.bart.gov/news/articles/2013/news20130228a. Accessed June 20, 2016. 12. BART. Presentation: Station Access: Trends, Best Practices, and Discussion, BART Board Workshop, October 22, 2015. www.bart.gov/sites/default/files/docs/bart%20board%20presentation%20- %20Station%20Access%202015-10-22.pdf. Accessed November 12, 2015. 13. BART. BART Police Department Policy Manual, Policy 521 Parking Enforcement, June 2015. www.bart.gov/sites/default/files/docs/lexipol%20policy%20june_2015.pdf. Accessed June 20 2016. 12