Glden Valley Rad Parking Management Strategies Assessment Purpse The purpse f the Parking Management Strategy Assessment is t synthesize parking discussins during the Metr Blue Line Extensin (Bttineau LRT) Phase I Statin Area Planning prcess and prvide a tl fr City f Glden Valley staff and plicy-makers t engage in educatin and discussin regarding parking strategies at the Glden Valley Rad Statin n the Metr Blue Line Extensin (Bttineau LRT) line. Cntext While parking is an imprtant cnsideratin fr this statin, access t the Glden Valley Rad Statin will als be prvided fr riders arriving by bus, n-ft, and by bicycle, with the intentin f encuraging use f these mdes in favr f driving t the LRT statin. Pririty f access fr bus, pedestrians, and bicyclists may be ffered in the fllwing ways: Increasing frequency f service n nearby bus lines Prviding ptimal lcatins fr bus pick-up and drp-ff pints relative t the LRT statin Prviding safe, cmfrtable and cnvenient pedestrian and bicycle cnnectins t the LRT statin Prviding ptimal lcatins fr secure bicycle parking (bth shrt term and lng term) relative t the LRT statin Prviding a pedestrian vertical circulatin ptin such as an elevatr, escalatr, r stairs t reach the LRT platfrm Prviding a kiss and ride drp-ff area. Priritizing access by bus, bicycle, r n ft enables valuable land near the statin t be used fr new develpment r preservatin f existing uses. Als, parking lts and structures ften act as deterrents t pedestrians, as they are visually uninteresting and can be intimidating at night. Lastly, prviding parking is the mst expensive way f bringing riders t a statin. A single parking stall in a typical abve grund structured parking ramp can cst $15,000 $20,000 and a single surface parking stall cst apprximately $2,500 t $5,000. 1 Bth types f parking facilities require regular investments in maintenance. Parking Management Optins The fllwing eight parking management ptins were cnsidered fr this analysis: 1. Structured parking n MPRB land east f the statin platfrm 2. Structured parking as part f new develpment 3. Surface parking lt n the fire statin site 4. Agreement with St. Margaret Mary fr use f their lt fr park and ride 5. Shared parking structure at Curage Center 1 NCHRP 08-36, Task 109. Guidebk fr Estimating the Cst f Nn-Rail Infrastructure Upgrades due t Passenger Rail Implementatin. September 2012. 1
These ptins were raised by Bttineau LRT Phase 1 Statin Area Planning TAC members and Cmmunity Wrking Grup members, r are ideas dcumented during previus planning effrts such as the Minneaplis Park and Recreatin Bard Bttineau Transitway Design Frum that were further cnsidered during Statin Area Planning. The prs and cns f each strategy are listed belw. Strategy 1: Structured parking n MPRB land east f statin platfrm Park and ride structure wuld Cst f undergrund parking is the highest f any ptin (undergrund, be cmpletely hidden in the structure, r surface) view frm the east Structure wuld require nging maintenance Access t the parking structure is likely t be cmplex View frm the park (west) culd include the park and ride structure Structure wuld be n park prperty; wuld require MPRB apprval, Met Cuncil apprval MPRB and Metrplitan Cuncil plicy des nt permit transit uses, including parking, n reginal park prperty; wuld require plicy change by bth agencies Develpment f this ptin wuld present additinal risk t the LRT prject: Plicy changes needed t implement the park and ride wuld add time and cmplexity t the lcal prject apprval prcess The park and ride wuld add additinal csts t the prject Culd induce demand fr driving t the statin frm peple wh wuld have walked, bicycled, r taken transit Additin f park and ride at the statin culd affect New Starts ratings fr the prject in the ecnmic develpment and land use categries which award high ratings fr: Cncentratin f develpment arund reginal transit Plans and plicies t enhance transit-friendly character f statin-area develpment Increased density and reduced parking in statin areas Develpment prpsals in transit statin areas Nte: At their Octber meeting, the TAC agreed nt t pursue this ptin further 2
Strategy 2: Structured parking as part f new develpment Shared arrangement culd Cst f undergrund parking is still the highest f any ptin result in sharing f csts fr Lw demand fr parking at this statin likely wuld result in a lw benefit cst Metr Transit and the rati develper Structure wuld require nging maintenance Shared arrangement culd be Structure wuld be part f private develpment, s develpment f parking the mst efficient use f and timeline fr park and ride is uncertain, as it wuld depend n initiatin f parking built fr the develpment by an utside party; park and ride may nt be available n develpment pening day f LRT service Park and ride culd be difficult fr users t lcate Ingress and egress is likely t be cmplex Ptentially creates a cmpetitin fr parking spaces between transit users and develpment residents/visitrs Culd induce demand fr driving t the statin frm peple wh wuld have walked, bicycled, r taken transit Strategy 3: Surface parking lt n fire statin site Land is in public wnership Lst pprtunity t return the prperty t a taxable use A surface park and ride wuld Cst f develping and maintaining a surface lt be cnsistent with reginal Adjacent fld plain wuld nt benefit frm any new impervius surface guidelines Park and riders wuld need t crss Glden Valley Rad at-grade unless Hlding the land in public vertical circulatin is prvided n nrth side f GVR wnership culd facilitate Culd induce demand fr driving t the statin frm peple wh wuld have eventual redevelpment walked, bicycled, r taken transit Additin f park and ride at the statin culd affect New Starts ratings fr the prject in the ecnmic develpment and land use categries which award high ratings fr: Cncentratin f develpment arund reginal transit Plans and plicies t enhance transit-friendly character f statin-area develpment Increased density and reduced parking in statin areas Develpment prpsals in transit statin areas 3
Strategy 4: Agreement with St. Margaret Mary fr use f their lt fr park and ride Minimal new infrastructure Requires cnsent f church required Cst f leasing space frm church Mnitring f parking lt fr parking cmpliance (St. Mary parking vs park and ride) Ptentially creates a cmpetitin fr parking spaces between church users and transit riders especially when the church has day time events such as funerals Culd induce demand fr driving t the statin frm peple wh wuld have walked, bicycled, r taken transit Nte: This ptin has nt been discussed with St. Margaret Mary Church Strategy 5: Shared parking structure at Curage Center Shared arrangement culd result in Curage Center is an apprximate 0.3 mile walk frm the statin sharing f csts fr Metr Transit LRT and Curage Center users wuld demand parking at similar times f and Curage Center day Metr Transit culd incur capital csts f building the park and ride, r leasing csts Ptentially creates a cmpetitin fr parking spaces between Curage Center users and transit riders Culd induce demand fr driving t the statin frm peple wh wuld have walked, bicycled, r taken transit Nte: This ptin has nt been discussed with Curage Center Cnclusin Recmmendatins regarding next steps are as fllws: Strategy 1 shuld be immediately dismissed because it lacks plicy supprt, is the mst expensive ptin, and presents implementatin challenges. Strategies 2, 3, 4 and 5 each present their wn challenges and csts and d nt supprt reginal gals f increasing walking, biking, and taking transit t statins. These strategies require further research t determine their viability. Apprximately 561 n-street spaces are legally available fr parking near the statin 2. As parking demand at each statin and prvisin f park and ride facilities is revisited during the LRT line s Preliminary Engineering prcess, it may be apprpriate t retain this ptin fr further explratin. 2 Please see Attachment A fr details n the calculatin f available n-street parking spaces near the statin. 4
ATTACHMENT A: Existing On-Street Parking Supply Analysis Data regarding availability f n-street parking was cllected by Hennepin Cunty staff in fall 2014. Data was cllected n the street segments highlighted in Figure 1. Given existing pedestrian netwrks and ne planned cnnectin, these lcatins were cnsidered cnvenient t the statin fr parking purpses. Data cllected n each street included: Apprximate length f each street segment Apprximate width f each street Existing parking restrictins: signed restrictins, driveways, curb cuts, and hydrants Land uses alng each street Assumptins Calculatin f available spaces assumed that existing parking restrictins remain in effect. Narrw radways assumed new parking restrictins limiting parking t ne side f the street. It was assumed that each n street parking space wuld require 25 feet f curb space. Glden Valley City Cde Sectin 9.02 specifies that it is unlawful fr any persn t stp, stand, r park a vehicle except when necessary t avid cnflict with ther traffic in cmpliance with the specific directins f a plicy fficer r traffic cntrl device within ten (10) feet f the pint f the curb nearest the fire hydrant. Fr purpses f this analysis, 10 feet n either side f a hydrant (20 feet ttal) was assumed as unavailable fr parking Number f spaces available was always runded dwn t the nearest whle number. Findings As shwn in Figure 1, this data cllectin effrt fund that in ttal 561 n-street parking spts currently exist within a cnvenient walk f apprximately ¼ mile f the Glden Valley Rad Statin. Attachment A 1
Figure 1: On Street Parking Supply METRO Blue Line extensin (Bttineau LRT) Attachment A 2
ATTACHMENT B: Plicy References Reginal Guidance n Park & Ride Siting and Sizing Transprtatin Plicy Plan (Page 128): Future facilities shuld be surface lts rather than structured ramps where feasible, given the higher cst f structured parking. Hwever, structured ramps are apprpriate where land is expensive, r where a jint-use venture r transit-riented develpment is pssible. Reginal Transitway Guideline 4.4 (Chapter 4 page 30): Where parking is identified as a need per Guideline 3.3, parkand ride lts may be surface lts r multi level structures. Surface lts are generally preferred fr cst reasns, but the type, size, and ftprint f the parking facility shuld be evaluated t achieve the best balance between available space, cst, and funding. As discussed in Guideline 3.3, the Metrplitan Cuncil s Park and Ride Plan prvides design guidance fr park and ride lts; parking areas shuld be sized based n the market analysis methdlgy prvided in Chapter 5 f the plan. In general, the amunt f parking prvided at statins is inverse t the density f surrunding land uses; i.e., less parking is prvided at statins with higher surrunding ppulatin and emplyment densities. Reginal Transitway Guideline 3.3 (Chapter 3 page 16):Park and ride demand fr a statin shuld be analyzed. Accrding t Guideline 10.7., Transitway Travel Demand Frecasting, the reginal travel demand frecast mdel is the preferred methd fr develping transitway travel demand frecasts; hwever, the methdlgy utlined in Sectin 5.3 f the Park and Ride Plan may be apprpriate, especially fr estimating park and ride demand at Highway BRT express r Cmmuter Rail statins. 2030 Park-and-Ride Plan (Chapter 5 page 83): Each site shuld have the fllwing characteristics, thugh a deficiency n ne criteria may nt necessarily be a fatal flaw fr cntinued prject develpment: Serving Lwer-Density Areas with Less than Full Transit Service Cverage Park-and-ride facilities are typically lcated in lwer density develping areas, as designated in the Reginal Develpment Framewrk. Hwever, facilities may be implemented in mre urbanized areas if they supprt r blster (and d nt undermine) existing walk-up express transit services. Park-and-rides are discuraged in center cities, except in rare r atypical circumstances. Lcated n a Majr Travel Crridr t a Majr Reginal Activity Center Facilities shuld be lcated in areas with high levels f travel demand at majr activity center(s). Currently, park-and-ride demand fcuses n dwntwn Minneaplis, with additinal demand t dwntwn St. Paul and the University f Minnesta. Cnvenient Access t Reginal Highway System Facilities shuld be lcated within ½ mile f the nearest interchange (r intersectin) accessing the reginal highway system (usually principal arterial). Cnvenient Vehicle Access Facilities shuld be lcated t ptimize vehicle travel (transit and persnal) int and ut f the facility. In additin, cnnectins t external bicycle and pedestrian netwrks shuld be included as design elements t prvide equivalent access. Minimum Capacity/ Anticipated Demand Facilities shuld be sized t accmmdate a minimum f three exclusive, peak-perid, express bus trips. This translates t a need fr at least 150 spaces, thugh specific sizes may depend n site factrs and crridr service design. A small facility shuld nt be lcated near a large facility, as increased service at the large facility will likely utcmpete the smaller facility fr nearby users. Lcal Area Factrs There are three grups f lcal area factrs that need t be acknwledged, cnsidered and satisfied fr lcal cnsent f a ptential park-and-ride site: cmmunity r land use cmpatibility, envirnmental cnstraints and ecnmic implicatins. Attachment B 1
Draft 2040 Hennepin Cunty Bicycle Transprtatin Plan (page 46): METRO Blue Line extensin (Bttineau LRT) Strategy 2.5: Wrk with transit partners early in the planning phase f crridr and statin area planning t incrprate bicycle supprtive facilities at key transit lcatins. Strategy 2.6 Wrk with majr transit prviders and lcal cmmunities t prvide direct bicycle cnnectins t transit stps and statins, and increase secure bicycle parking and strage t meet demand. Draft 2040 Hennepin Cunty Bicycle Transprtatin Plan: Attachment F Bicycle Parking Standards (page 8): Bike lckers are NOT recmmended fr urban r suburban settings. They may be apprpriate in rural r exurban settings where demand fr lng term bike parking is limited t less than six spts. Attachment B 2