Park-and-Ride Lot Master Plan - San Joaquin Council of Governments

Transcription

Final Report
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 94607
(510) 763-2061
October 31, 2007
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
Organization
Donna Aflague
Lesley Miller
Annette Clark
Caltrans
Armando Soria
Caltrans
Tom Dumas
Caltrans
Kari Wilson
San Joaquin Regional Transit District
Mark McAvoy
City of Lathrop
Tiffani Fink
City of Lodi
Alex Menor
City of Stockton
Ripon Bhatia
City of Tracy
Richard Blackston
Citizens Advisory Committee of Lodi
Lt. Col Joe Pellegrino
Citizens Advisory Committee of Manteca
Final Report
SJCOG Park-and-Ride Lot Master Plan
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October 31, 2007
Table of Contents
EXECUTIVE SUMMARY ............................................................................................................. E-1
1.0 INTRODUCTION ......................................................................................................................... 1
1.1 Purpose of Plan .................................................................................................................. 1
1.2 Primary Target for Program............................................................................................... 2
2.0 INVENTORY ................................................................................................................................ 4
2.1 Inventory Results ............................................................................................................... 7
2.1.1 Capacity and Utilization .......................................................................................... 7
2.1.2 Locations.................................................................................................................. 9
2.1.3 Conditions.............................................................................................................. 10
2.2 Summary .......................................................................................................................... 10
3.0 IDENTIFICATION OF FUTURE PARK-AND-RIDE LOT NEEDS........................................ 12
3.1 Methodology .................................................................................................................... 12
3.2 Current Need.................................................................................................................... 12
3.3 Future Need...................................................................................................................... 13
3.3.1 Current and Future Residential Growth................................................................. 13
3.3.2 Future HOV Plans.................................................................................................. 21
3.4 Summary .......................................................................................................................... 23
4.0 ASSESSMENT OF SITE LOCATIONS FOR FUTURE LOTS ................................................ 25
4.1 Existing Lots Expansion .................................................................................................. 25
4.2 New Park-and-Ride Lots.................................................................................................. 28
4.2.1 New Official Park-and-Ride Lot in Informal Lot Area ......................................... 29
4.2.2 New Park-and-Ride Facilities to be Provided by New Developments.................. 30
4.2.3 Park-and-Ride Lot as Part of a New Interchange Project...................................... 33
4.3 Transit Requirements and Considerations for New Park-and-Ride Facilities ................. 36
4.4 Estimation of Number and Size of New Park-and-Ride Lots Needed............................. 36
4.4.1 Expected Growth in San Joaquin County Population............................................ 36
4.4.2 Expected Growth in Total AM Peak Hour Freeway Volumes .............................. 37
4.4.3 Historical Growth in San Joaquin County Park-and-Ride Use ............................. 38
5.0 ITS APPLICATIONS .................................................................................................................. 42
5.1 Security Systems for Park-and-Ride................................................................................ 42
5.1.1 Closed-Circuit Television (CCTV) Surveillance Camera System ........................ 42
5.1.2 Implementation ...................................................................................................... 46
5.1.3 Functional Requirements ....................................................................................... 47
5.2 Surveillance System Cost Estimate ................................................................................. 47
5.3 Real-time Information System......................................................................................... 49
5.3.1 Availability of Spaces at Specific Park-and-Ride Lot........................................... 49
5.3.2 Real-Time Travel Time and Transit Information .................................................. 50
5.3.3 Dissemination of information ................................................................................ 51
5.4 Other Applications ........................................................................................................... 52
5.5 Real-Time Information System Cost Estimate ................................................................ 52
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October 31, 2007
6.0 COST ESTIMATES .................................................................................................................... 54
6.1 Development of Cost for Prototypical Park-and-Ride Lots............................................. 54
6.2 Estimate of Cost for Ten-Year Park-and-Ride Capacity Expansion ............................... 56
7.0 FUNDING OPTIONS.................................................................................................................. 57
7.1 Surface Transportation Program ...................................................................................... 57
7.2 Congestion Management and Air Quality ....................................................................... 58
7.3 USDOT Urban Partnership .............................................................................................. 58
7.4 State Transportation Improvement Program.................................................................... 59
7.5 Traffic Congestion Relief Program.................................................................................. 59
7.6 Proposition 1B ................................................................................................................. 59
7.7 Transportation Development Act..................................................................................... 59
7.8 Caltrans SHOPP Funds .................................................................................................... 60
7.9 Integration with Other State and Regional Operational Improvement Projects .............. 60
7.10 Measure K...................................................................................................................... 61
7.11 City Impact Fees ............................................................................................................ 61
7.12 Developer Contributions................................................................................................ 61
7.13 Public-Private Partnerships............................................................................................ 62
7.14 Funding Summary.......................................................................................................... 63
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October 31, 2007
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 ................................................................................ 14
Figure 4 Planned Developments in the City of Stockton.................................................................. 16
Figure 5 General Plan Map for City of Lathrop ............................................................................... 17
Figure 6 General Plan Map for Mountain House Development ....................................................... 19
Figure 7 General Plan Map for City of Lodi..................................................................................... 20
Figure 8 Priority for HOV Lane Implementation ............................................................................. 22
Figure 9 Proposed and Existing Park-and-Ride Lot Locations ........................................................ 24
Figure 10 Park-and-Ride Lot at I-5/SR-12 Interchange in Lodi....................................................... 26
Figure 11 Location of Big League Dreams Sports Park ................................................................... 28
Figure 12 Weston Ranch in Stockton ............................................................................................... 30
Figure 13 I-205 and Mountain House Parkway in Mountain House Area ....................................... 31
Figure 14 Northern part of Mountain House Area............................................................................ 32
Figure 15 I-5/Lathrop Road Interchange Area.................................................................................. 34
Figure 16 Feasible Options for New Park-and-Ride Facilities or Existing Facility Expansion ....... 35
Figure 17 Expected Average Annual Percentage Growth in AM Peak Hour On-Ramp Traffic 20062020.................................................................................................................................................... 38
Figure 18 Potential Locations for New Park and Ride Lots and Capacity Expansion ..................... 41
Figure 19 Moveable and Fixed-view Cameras ................................................................................. 44
Figure 20 Pictures of Emergency Phone Box ................................................................................... 45
Figure 21 System Architecture of Surveillance System ................................................................... 46
Figure 22 Picture of In-Pavement Sensor ......................................................................................... 50
Figure 23 Data Flow Diagram for Real-Time Information System.................................................. 52
Figure 24 Prototypical Park-and-Ride Design Used for Cost Estimation ........................................ 54
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......................................... 37
Table 6 Historical Park-and-Ride Utilization in San Joaquin County.............................................. 39
Table 7 Unit Costs for Park-and-Ride Lot Surveillance System ...................................................... 48
Table 8 Unit Costs for Park-and-Ride Lot Real-Time Information System..................................... 53
Table 9 Estimated Cost of Prototypical Park-and-Ride Lots Exclusive of Land ............................. 54
Table 10 Detailed Planning-Level Estimate of Cost Exclusive of Land for Prototypical Park-andRide Lots (2007 Dollars) ................................................................................................................... 55
Table 11 Potential Funding Sources for Park-and-Ride Expansion ................................................. 57
Final Report
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October 31, 2007
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
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October31, 2007
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 Existing2 Park-and-Ride Lots
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
2
Park-and-Ride Lots
Caltrans Park-n-Ride – SR-99/SR-12
Omelet House – SR-99/Victor Road
Flag City - I-5/SR-12
Calvary Church - Kelley Drive
Marina Center - I-5/Ben Holt Drive
Wal-Mart – SR-99 /Hammer Lane
Bethany Church - I-5/Michigan Avenue
Grace of Assembly of God Church –
Fremont Street/Golden Gate Avenue
Community Center – 5th Street
Brethren Church - Northgate Street
Wal-Mart – SR-120/Main Street
City Park-n-Ride - Naglee Road/I-205
Factory Outlet Center - I-205/MacArthur
Drive
Nestle Parking Area – SR-99/Main Street
Crossroads Center – SR-120/Escalon
City Park-n-Ride - Viking / Main Street
Jurisdiction
Lodi
Lodi
Lodi
Stockton
Stockton
Stockton
Stockton
No. of
spaces
40
30
43
40
35
56
45
% Occupied
2007
53%
93%
109%
158%
142%
20%
60%
Stockton
49
77%
Lathrop
Manteca
Manteca
Tracy
48
40
50
180
96%
60%
200%
63%
Tracy
45
1%
Ripon
Escalon
Escalon
40
15
40
50%
14%
68%
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
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October31, 2007
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.
2.
3.
4.
5.
6.
7.
8.
Northern Stockton, along Eight Mile Road,
Northern Stockton around SR-99 and March Lane
Southern Stockton around the French Camp Road,
Area adjacent to the interchange of SR-99 and Mariposa Road in Stockton,
Northern and western parts of Lathrop,
Southern and western parts of Tracy,
Central Manteca, and
Mountain House district.
Executive Summary
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October31, 2007
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 SR132 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
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October31, 2007
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
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October31, 2007
Figure E-1
Feasible Options for New Park-and-Ride Facilities or Existing Facility Expansion
Executive Summary
E-6
October31, 2007
POTENTIAL ITS APPLICATIONS TO SUPPORT PARKAND-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
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October 31, 2007
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 Cost3 of Prototypical Park-and-Ride Lots Exclusive of Land
Number of Spaces
Estimated 2007 Cost
Average Cost per Space
50
$714,000
$14,300
100
$1,188,000
$11,900
150
$1,696,000
$11,300
200
$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
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October 31, 2007
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 Expansion4
Funding Source
Initiating Agency
Program Level
Surface Transportation Program (STP)
San Joaquin Council of
Governments
Federal
Congestion Management & Air Quality
(CMAQ)
Governments
Federal
Governments or Caltrans
Federal
Proposition 1B
Governments
State
Transportation Development Act (TDA)
Governments
State
Measure K
Governments
Local
Caltrans State Highway Operation and
Protection Program (SHOPP) Funds
Caltrans
State
State Transportation Improvement
Program - Regional
Caltrans
State
USDOT Urban Partnership
Executive Summary
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October 31, 2007
Program – Interregional
Caltrans
State
City Impact Fees
Cities of San Joaquin County
Local
Developer Contributions
Cities of San Joaquin County
Governments and Cities
Local
Public Private Partnership
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
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October 31, 2007
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 2007.
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.
Final Report
1
October 31, 2007
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
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October 31, 2007
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
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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 2007. The inventory results were presented to the SJCOG project
manager, SJCOG staff, and the Technical Working Group at a project meeting on March
13, 2007. 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
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October 31, 2007
Table 1 List of Existing2 Park and Ride Lots
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Park-and-Ride Lots
Wal-Mart – SR-99/Hammer Lane
Grace Assembly of God Church –
Drive
Nestle Parking Area – SR-99/Main
Street
City Park-n-Ride - Viking/ Main Street
Jurisdiction
Lodi
Lodi
Lodi
Stockton
Stockton
Stockton
Stockton
Sponsor
Caltrans
SJCOG/SJRTD
Caltrans
SJCOG/SJRTD
SJCOG/SJRTD
Wal-Mart
SJCOG/SJRTD
No. of
spaces
40
30
43
40
35
56
45
Stockton
SJCOG/SJRTD
49
Lathrop
Manteca
Manteca
Tracy
City/SJCOG
SJCOG/SJRTD
Developer
City/SJCOG
48
40
50
180
Tracy
Developer
45
Ripon
City
40
Escalon
Escalon
City/SJCOG
City/SJCOG
15
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
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October 31, 2007
Table 2 Inter-regional Bus Routes
SJRTD
Bus Route
151
Origin(s)
Departure
Time
Destination(s)
Arrival
Time
Livermore Laboratories
6:30 AM
Livermore Laboratories
7:40 AM
Livermore & Sandia Laboratories
6:40 AM
6:00 AM
7:05 AM
Stockton - Marina Center
Stockton - Marina Center
Stockton Bethany Church
Manteca – Northgate Brethren
Church
Tracy – Naglee Rd.
Manteca –Northgate Brethren
Church
Stockton – Grace Assembly of
God Church
Manteca – Wal-Mart
Tracy – I-205/Naglee Road
Stockton – Calvary Church
Stockton – Bethany Church
Lathrop – Community Center
5:10 AM
Pleasanton – Wheels Bus Stop
5:30 AM
5:50 AM
4:26 AM
4:36 AM
4:53 AM
5:15 AM
Dublin – Western Regional Office
Dublin - Federal Correctional Institution
162
4:15 AM
163
God Church
Lodi – Omelet House
152
153
154
157
160
164
165
166
167
168
170
171
172
5:15 AM
6:30 AM
6:40 AM
5:15 AM
5:43 AM
5:53 AM
7:02 AM –
7:08 AM
7:10 AM
7:15 AM
Dublin / Pleasanton BART Station
SMART Bus Stop
6:00 AM
Sunnyvale – Lockheed Martin VTA
Transit Center
5:30 AM
Sacramento – Various RT Bus Stops
6:49 AM –
6:57 AM
6:10 AM
4:00 AM
Sunnyvale – Lockheed Martin VTA
Transit Center
5:30 AM
God Church
Ripon – Nestle Parking Area
Escalon – City P-n-R
(Main Street)
God Church
Stockton – Marina Center
5:55 AM
6:05 AM
Sacramento – Various RT Bus Stops
6:50 AM –
6:58 AM
4:00 AM
Pleasanton – P-n-R
5:10 AM
4:20 AM
4:40 AM
5:20 AM
5:35 AM
Sunnyvale – VTA Bus Stop Crossman
Sunnyvale - VTA Transit Center
5:50 AM
6:05 AM
6:35 AM
5:20 AM
6:35 AM
San Jose – Various 10 stops
6:05 AM –
6:28 AM
Dublin/Pleasanton BART Station
SMART Bus Stop
6:45 AM
Sunnyvale – VTA Transit Center
5:45 AM
Final Report
4:10 AM
4:30 AM
4:50 AM
5:03 AM
5:17 AM
5:35 AM
6:00 AM
3:39 AM
4:00 AM
6
October 31, 2007
SJRTD
Bus Route
173
174
175
Origin(s)
God Church
God Church
God Church
Departure
Time
Destination(s)
Arrival
Time
3:55 AM
Sunnyvale – VTA Bus Stop
6:12 AM
4:15 AM
4:35 AM
Sunnyvale – Northrop Grumman
Sunnyvale – VTA Bus Stop
6:18 AM
6:23 AM
Mountain View/ Palo Alto – 6 VTA Bus
Stops
5:38 AM –
5:52 AM
Milpitas/ Santa Clara/ San Jose –
8 VTA Bus Stops
5:58 AM –
6:25 AM
3:48 AM
4:08 AM
4:25 AM
4:10 AM
4:30 AM
4:50 AM
2.1 Inventory Results
2.1.1 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.
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October 31, 2007
Figure 2 Capacity and Utilization of Existing Park-and-Ride Lots
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October 31, 2007
Table 3 Capacity and Utilization of Existing3 Park-and-Ride Lots
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Park-and-Ride Lots
Wal-Mart – SR-99 /Hammer Lane
Drive
Nestle Parking Area – SR-99/Main Street
City Park-n-Ride - Viking / Main Street
Jurisdiction
Lodi
Lodi
Lodi
Stockton
Stockton
Stockton
Stockton
No. of
spaces
40
30
43
40
35
56
45
% Occupied
2007
53%
93%
109%
158%
142%
20%
60%
Stockton
49
77%
Lathrop
Manteca
Manteca
Tracy
48
40
50
180
96%
60%
200%
63%
Tracy
45
1%
Ripon
Escalon
Escalon
40
15
40
50%
14%
68%
Table 4 Summary of Capacity and Utilization Data by Jurisdiction
Jurisdiction
Escalon
Lathrop
Lodi
Manteca
Stockton
Ripon
Tracy
Total
No. of
P&R Lots
2
1
3
2
5
1
2 (1)
16 (15)
No. of
spaces
Available
55
48
113
90
225
40
225 (180)
796 (751)
% Occupied
2007
53%
96%
96%
55%
85%
50%
51% (63%)
78% (82%)
Note: (X) – Data excluding the Factory Outlet Center lot in Tracy
2.1.2 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
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October 31, 2007
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.
2.1.3 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.
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October 31, 2007
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.
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October 31, 2007
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
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October 31, 2007
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
3.3.1 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.
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October 31, 2007
Figure 3 Single-Family Dwelling Unit Growth
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October 31, 2007
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-99
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October 31, 2007
Figure 4 Planned Developments in the City of Stockton
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October 31, 2007
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
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October 31, 2007
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.
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October 31, 2007
Figure 6 General Plan Map for Mountain House Development
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October 31, 2007
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 11th Street, and a new multi-modal transit station being
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October 31, 2007
considered in downtown Tracy near 6th Street and Central Avenue. This transit station
would serve as a major transit hub for the City.
3.3.2 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.
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October 31, 2007
Figure 8 Priority for HOV Lane Implementation
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October 31, 2007
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.
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October 31, 2007
Figure 9 Proposed and Existing Park-and-Ride Lot Locations
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October 31, 2007
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 5th 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
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October 31, 2007
•
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.
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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.
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October 31, 2007
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
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October 31, 2007
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 2007. 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.
4.2.1 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.
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Figure 12 Weston Ranch in Stockton
4.2.2 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-
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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 14.
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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
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October 31, 2007
•
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 11th Street
•
Area 21 – Downtown Tracy
4.2.3 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.
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October 31, 2007
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.
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Figure 16 Feasible Options for New Park-and-Ride Facilities or Existing Facility Expansion
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October 31, 2007
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
4.4.1 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 2020. 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).
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Table 5 Population and Employment Forecasts for San Joaquin County
Population Projections
Escalon
Lathrop
Lodi
Manteca
Ripon
Stockton
Tracy
Unincorporated
San Joaquin Total
2005
6,712
12,369
60,913
57,499
11,794
268,270
70,541
141,278
630,613
2020
Growth
9,410
2,698
24,144
11,775
73,130
12,217
85,605
28,106
17,413
5,619
366,332
98,062
125,192
54,651
180,478
39,200
888,536 257,923
Employment Projections
Escalon
Lathrop
Lodi
Manteca
Ripon
Stockton
Tracy
Unincorporated
San Joaquin Total
2005
2,094
4,872
23,438
12,809
3,077
92,122
17,998
50,987
207,397
2020
Growth
2,662
568
6,063
1,191
29,449
6,011
15,722
2,913
3,538
461
105,846
13,724
25,637
7,639
61,709
10,722
250,624
43,227
15-Year
Growth
40.2%
95.2%
20.1%
48.9%
47.6%
36.6%
77.5%
27.7%
40.9%
% of
Growth
1.0%
4.6%
4.7%
10.9%
2.2%
38.0%
21.2%
15.2%
100.0%
Annual
Growth
2.3%
4.6%
1.2%
2.7%
2.6%
2.1%
3.9%
1.6%
2.3%
15-Year
Growth
27.1%
24.4%
25.6%
22.7%
15.0%
14.9%
42.4%
21.0%
20.8%
% of
Growth
1.3%
2.8%
13.9%
6.7%
1.1%
31.7%
17.7%
24.8%
100.0%
Annual
Growth
1.6%
1.5%
1.5%
1.4%
0.9%
0.9%
2.4%
1.3%
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.
4.4.2 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 17.
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October 31, 2007
Figure 17 Expected Average Annual Percentage Growth in AM Peak Hour OnRamp Traffic 2006-2020
4.4.3 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.
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October 31, 2007
Table 6 Historical Park-and-Ride Utilization in San Joaquin County
Jurisdiction
No. of
spaces
2004
Use
2005
Use
2007
Use
2017
Est. of
Use
2017
Deficit
Proposed
Added
Spaces
No.
Park-and-Ride Lots
1
Lodi
40
38
37
21
38
-2
2
Omelet House – SR-99/Victor Rd.
Lodi
30
18
24
28
50
20
50
3
Flag City - I-5/SR- 12
Lodi
43
39
43
47
84
41
50
4
Calvary Church - Kelley Dr.
Stockton
40
17
31
63
114
74
100
5
Marina Center - I-5/Ben Holt Dr,
Stockton
35
32
34
50
89
54
50
6
Wal-Mart – SR-99 /Hammer
Stockton
56
0
2
11
20
-36
7
Bethany Church - I-5/Michigan
Stockton
45
25
18
27
49
4
8
Fremont St./Golden Gate Ave.
Stockton
49
-
-
38
68
19
50
9
Community Center – 5th St.
Lathrop
48
22
52
46
83
35
50
10
Brethren Church - Northgate St.
Manteca
40
30
37
24
43
3
11
Wal-Mart – SR-120/Main St.
Manteca
50
43
45
100
180
130
150
12
City Park-n-Ride - Naglee Rd./I-205
Tracy
180
164
153
113
204
24
50
13
Factory Outlet Center - I-205/
MacArthur Dr.
Tracy
45
0
0
4
4
-41
14
Nestle Parking Area – SR-99/Main St.
Ripon
40
17
25
20
36
-4
15
Escalon
15
0
0
2
4
-11
16
City Park-n-Ride - Viking / Main St.
Escalon
40
25
25
27
49
9
SR 99/Austin Road
Manteca
134
1
5
-
-
-
*
*
Hammer Skate – I-5/Hammer Ln.
Stockton
40
31
22
-
-
-
*
Best Western – SR-99/Waterloo
Stockton
25
15
12
-
-
-
*
6th Street
Tracy
40
Total for San Joaquin County
0
0
-
-
-
517
565
621
1115
319
550
* - 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
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October 31, 2007
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 2017. 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 2007.
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.
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October 31, 2007
Figure 18 Potential Locations for New Park and Ride Lots and Capacity Expansion
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October 31, 2007
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, 2007. 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.
5.1.1 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
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October 31, 2007
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.
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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.
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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
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45
October 31, 2007
Figure 21 System Architecture of Surveillance System
5.1.2 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 WalMart 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.
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October 31, 2007
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 7.
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47
October 31, 2007
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
1 camera
7
$17,000
$290
$2,700
Integration of camera with
existing system
1 lot
10
$2,900
-
$290
Labor for reviewing video
images
3 people
-
-
$360,000
$360,000
Furnish and install Service
Cabinet and foundation
for powering camera and
Type 336 cabinet
1 unit
20
$5,700
-
$290
Furnish and install Type
336 cabinet and
foundation
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
1 unit
10
$29,000
$500
$3,400
Furnish and install alert
system in central TMC
(include server and
software)
1 unit
**
$34,000
**
$6,800
Furnish and install
Emergency Call Box at
Park and Ride Lot
1 unit
10
$8,000
$1,100
$1,900
Emergency Response
Hardware (include 3
workstation)
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.
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October 31, 2007
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 511.
5.3.1 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
Final Report
49
October 31, 2007
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.
5.3.2 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
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October 31, 2007
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.
5.3.3 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
4. 511.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.
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October 31, 2007
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 8.
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October 31, 2007
Table 8 Unit Costs for Park-and-Ride Lot Real-Time Information System
Quantity
Life Years
Capital
Cost
Annual
O&M Cost
Annual
Life Cost
Furnish and install full matrix, LED, 3line Changeable Message Sign along
freeways and major arterials
1 unit
10
$133,000
$6,800
$20,100
Finish and install Changeable Message
Sign Tower
1 unit
20
$137,000
-
$6,900
Furnish and install Wireless Microwave
communication from CMS to Caltrans
communication hub site
1 unit
10
$29,000
$570
$3,500
Furnish and install Arterial Changeable
message sign at Park and Ride Driveway
1 unit
10
$54,000
$29,000
$34,400
Furnish and install informational kiosk
at Park and Ride Lot (includes hardware,
enclosure, installation, modem server,
and map software)
1 unit
7
$13,000
$5,700
$7,600
Integration of Kiosk with Existing
Systems
1 unit
7
$31,000
-
$4,400
Option 1:Furnish and install Detection
of parking space occupancy using in
road pavement sensors (includes server,
repeaters and installation)
50 units
**
$23,000
**
$4,600
Furnish and install cellular data
connection or DSL connection modems
from Gateway or server to internet or
CMS sign
1 unit
10
$2,300
$680
$900
Option 2: Furnish and install Detection
of parking space occupancy using
inductance loops at entrance/exit
driveway
1 unit
5
$4,000
$680
$1,500
Element
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 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
$700,000.
Final Report
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October 31, 2007
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
100
150
200
$714,000
$1,188,000
$1,696,000
$2,162,000
$14,300
$11,900
$11,300
$10,800
Final Report
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October 31, 2007
Table 10 Detailed Planning-Level Estimate of Cost Exclusive of Land for Prototypical Park-and-Ride Lots (2007 Dollars)
Item No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
Item Description
Mobilization (5%)
Traffic Control System
Project Funding Identification Sign
Clearing & Grubbing
Erosion Control
Temporary Fencing
Select Fill Material
Earthwork Excavation
Aggregate Base
Asphalt Concrete
Concrete Bus Pads
Colored Concrete Crosswalk
Temporary Pedestrian Access
Curbs
Curb & Gutter
Curb Ramps
Driveways
Misc. Concrete (Sidewalks)
12" PVC Pipe, Trench & backfill
Manhole
Storm Drain Inlet
Cross Walk and Stop Bar Striping
Parking Lot Striping
Wheel Stops
Parking Lot Marking
Sign and Post
Utility Adjustment
Site Lighting
Planting
Irrigation
Bus Shelters
Fencing
Subtotal
Unit
LS
LS
EA
LS
LS
LF
CY
CY
CY
Ton
CY
CY
LS
LF
LF
EA
EA
SF
LF
EA
EA
LF
LF
EA
SF
EA
LS
LS
LS
LS
LF
LS
Quantity
1
1
1
1
1
203
652
492
658
397
97
5
1
610
774
7
3
5,975
171
2
3
479
898
21
89
13
1
1
1
1
1
170
50 Parking Spaces
Unit Price
Total Item
$ 28,450.00 $
28,450
$ 10,000.00 $
10,000
$
300.00 $
300
$ 43,558.00 $
43,558
$
1,160.00 $
1,160
$
5.00 $
1,015
$
70.00 $
45,634
$
30.00 $
14,756
$
60.00 $
39,463
$
70.00 $
27,770
$
500.00 $
48,500
$
550.00 $
2,871
$
2,000.00 $
2,000
$
20.00 $
12,192
$
35.00 $
27,076
$
3,500.00 $
24,500
$
4,000.00 $
12,000
$
7.50 $
44,809
$
60.00 $
10,260
$
3,500.00 $
7,000
$
3,000.00 $
9,000
$
2.50 $
1,198
$
2.25 $
2,021
$
100.00 $
2,088
$
3.00 $
268
$
320.00 $
4,160
$
8,000.00 $
8,000
$ 35,750.00 $
35,750
$ 12,620.48 $
12,620
$
4,730.70 $
4,731
$ 20,000.00 $
20,000
$
40.00 $
6,800
$
509,951
Contingency (25%)
Construction Management (15%)
Grand Total
Final Report
$
$
$
55
127,488
76,493
713,931
Quantity
1
1
1
1
1
406
1,304
1,017
1,327
793
97
10
1
1,219
967
9
3
11,949
342
2
3
720
1,797
21
179
13
1
1
1
1
1
300
100 Parking Spaces
Unit Price
Total Item
$ 44,560.00 $
44,560
$ 10,000.00 $
10,000
$
300.00 $
300
$ 87,116.00 $
87,116
$ 2,320.00 $
2,320
$
5.00 $
2,030
$
70.00 $
91,269
$
30.00 $
30,524
$
60.00 $
79,622
$
70.00 $
55,541
$
500.00 $
48,500
$
550.00 $
5,742
$ 2,000.00 $
2,000
$
20.00 $
24,383
$
35.00 $
33,845
$ 3,500.00 $
31,500
$ 4,000.00 $
12,000
$
7.50 $
89,618
$
60.00 $
20,520
$ 3,500.00 $
7,000
$ 3,000.00 $
9,000
$
2.50 $
1,800
$
2.25 $
4,043
$
100.00 $
2,088
$
3.00 $
536
$
320.00 $
4,160
$ 10,000.00 $
10,000
$ 71,500.00 $
71,500
$ 25,240.96 $
25,241
$ 9,461.40 $
9,461
$ 20,000.00 $
20,000
$
40.00 $
12,000
$
848,219
$
$
$
Quantity
1
1
1
1
1
609
1,956
1,577
2,008
1,190
97
16
1
1,829
1,160
13
5
17,924
513
2
5
719
2,695
31
268
15
1
1
1
1
1
430
212,055
127,233
1,187,506
October 31, 2007
150 Parking Spaces
Unit Price
Total Item
$
61,860.00 $
61,860
$
10,000.00 $
10,000
$
300.00 $
300
$ 130,674.00 $ 130,674
$
3,480.00 $
3,480
$
5.00 $
3,045
$
70.00 $ 136,903
$
30.00 $
47,303
$
60.00 $ 120,478
$
70.00 $
83,311
$
500.00 $
48,500
$
550.00 $
8,613
$
2,000.00 $
2,000
$
20.00 $
36,575
$
35.00 $
40,614
$
3,500.00 $
45,500
$
4,000.00 $
20,000
$
7.50 $ 134,426
$
60.00 $
30,780
$
3,500.00 $
7,000
$
3,000.00 $
15,000
$
2.50 $
1,796
$
2.25 $
6,064
$
100.00 $
3,132
$
3.00 $
804
$
320.00 $
4,800
$
12,000.00 $
12,000
$ 107,250.00 $ 107,250
$
37,861.44 $
37,861
$
14,192.10 $
14,192
$
20,000.00 $
20,000
$
40.00 $
17,200
$ 1,211,463
$ 302,866
$ 181,719
$ 1,696,048
Quantity
1
1
1
1
1
812
2,608
2,170
2,700
1,587
97
21
1
2,438
1,354
13
5
23,898
684
2
5
958
3,594
42
357
15
1
1
1
1
1
550
200 Parking Spaces
Unit Price
Total Item
$
77,720.00 $
77,720
$
10,000.00 $
10,000
$
300.00 $
300
$ 174,232.00 $
174,232
$
4,640.00 $
4,640
$
5.00 $
4,060
$
70.00 $
182,538
$
30.00 $
65,095
$
60.00 $
162,029
$
70.00 $
111,082
$
500.00 $
48,500
$
550.00 $
11,484
$
2,000.00 $
2,000
$
20.00 $
48,766
$
35.00 $
47,383
$
3,500.00 $
45,500
$
4,000.00 $
20,000
$
7.50 $
179,235
$
60.00 $
41,040
$
3,500.00 $
7,000
$
3,000.00 $
15,000
$
2.50 $
2,395
$
2.25 $
8,086
$
100.00 $
4,176
$
3.00 $
1,072
$
320.00 $
4,800
$
12,000.00 $
12,000
$ 143,000.00 $
143,000
$
50,481.92 $
50,482
$
18,922.80 $
18,923
$
20,000.00 $
20,000
$
40.00 $
22,000
$ 1,544,536
$
$
$
386,134
231,680
2,162,351
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.
Final Report
56
October 31, 2007
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
Surface Transportation Program (STP)
Congestion Management & Air Quality
(CMAQ)
USDOT Urban Partnership
Program – Regional
Program – Interregional
Traffic Congestion Relief Program
Proposition 1B
Transportation Development Act (TDA)
Caltrans State Highway Operation and
Protection Program (SHOPP) Funds
Integration with Operation Improvements
Measure K
City Impact Fees
Developer Contributions
Public Private Partnership
Initiating Agency
SJCOG
Program Level
Federal
SJCOG
Federal
SJCOG or Caltrans
Federal
Caltrans
State
Caltrans
State
SJCOG
SJCOG
SJCOG
State
State
State
Caltrans District 10
State
Caltrans and SJRTD
SJCOG
Cities of San Joaquin
County
Cities of San Joaquin
County, SJCOG, or
Caltrans
SJCOG and Cities
State and Local
Local
Local
Local
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 2006-2007, 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.
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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 2009. Several transit projects, including park-and-ride projects, are
eligible for funding. During 1999-2000, 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)
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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
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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.
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Commuters can then make informed decisions and, should the travel-time savings be
enough, switch to transit via conveniently located park-and-ride lots.
7.10 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.
7.11 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.
7.12 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
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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.
7.13 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.
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Besides financial benefits, security and aesthetics can also benefit with the added
activity at and around a park-and-ride lot.
7.14 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\07047-000 sjcog park & ride lots\documents\final report\final report 10-31-07.doc
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Appendix A
Park-and-Ride Lot Inventory
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:
1
Appendix A
Photos (Lot 1):
Parking lot layout
Parking lot condition
Handicapped parking available in the lot
Bike racks
2
Appendix A
Park-and-Ride Lot 2: SR 99/Victor Road (Omelet House)
Lot Information
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
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:
3
Appendix A
Photos (Lot 2):
Parking lot layout
Park-and-ride Sign in the lot
Park lot condition
Circle pavement marking for park-n-ride
Pavement cracks
4
Appendix A
Park-and-Ride Lot 3: I-5 / SR 12 (Flag City)
Lot Information
Sponsor: Caltrans
Inventory Results
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:
5
Appendix A
Photos (Lot 3):
Parking lot layout
Park-and-ride sign on SR 12
Vehicles parked on the sides of lot
Lot entrance
Park-and-ride sign in the lot
6
Appendix A
Park-and-Ride Lot 4: Kelley Drive (Calvary Church)
Lot Information
Jurisdiction: City of Stockton
Type of Lot: Shared-use Lot
SJRTD Interregional Bus Routes: #160 (Dublin/Pleasanton BART) and #171 (San Jose)
Inventory Results
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:
7
Appendix A
Photos (Lot 4):
Parking lot layout
Cracked pavement
8
Appendix A
Park-and-Ride Lot 5: I-5 / Ben Holt Drive (Marina Center)
Lot Information
SJRTD Interregional Bus Routes: #151 (Livermore), #152 (Livermore), and
#172 (Sunnyvale)
Inventory Results
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:
9
Appendix A
Photos (Lot 5):
Parking lot layout
Sidewalk adjacent to the lot
10
Appendix A
Park-and-Ride Lot 6: SR 99/Hammer Lane (Wal-Mart)
Lot Information
Sponsor: Wal-Mart
Inventory Results
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:
11
Appendix A
Photos (Lot 6):
Parking lot layout
Mainly retail shopper vehicles parked in the lot
Yellow dot indication
Vehicle access point of the lot
Sidewalk provided adjacent to the lot
12
Appendix A
Park-and-Ride Lot 7: I-5 / Michigan Avenue (Bethany
Church)
Lot Information
SJRTD Interregional Bus Routes: #152 (Livermore), #160 (Dublin Pleasanton BART),
#165 (Sacramento), and #171 (Dublin Pleasanton BART)
Inventory Results
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:
13
Appendix A
Photos (Lot 7):
Parking lot layout
Faded striping and confusing marks on
pavement
Parking lot light pole
14
Appendix A
Park-and-Ride Lot 8: Fremont Street /Golden Gate Avenue
(Grace Assembly of God Church)
Lot Information
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
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:
15
Appendix A
Photos (Lot 8):
Parking lot layout
Unclear striping
Fenced lot
Parking lot entrance
16
Appendix A
Park-and-Ride Lot 9: 5th Street (Community Center)
Lot Information
Jurisdiction: City of Lathrop
Sponsor: City/SJCOG
SJRTD Interregional Bus Routes: #160 (Dublin/Pleasanton BART),
#171 (Dublin/Pleasanton BART), and #172 (Sunnyvale)
Inventory Results
Observations:
This lot is located in the Community Center lot on 5th 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 5th 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 5th 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:
17
Appendix A
Photos (Lot 9):
Parking Lot layout
Private vanpool service available
Park-and-ride sign on 5th Street
18
Appendix A
Park-and-Ride Lot 10: Northgate Drive (Brethren Church)
Lot Information
Jurisdiction: City of Manteca
Number of Bike Racks/Lockers: 2 bike lockers
SJRTD Interregional Bus Routes: #153 (Livermore) and #154 (Livermore)
Inventory Results
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:
19
Appendix A
Photos (Lot 10):
Parking lot layout
Cracked pavement
Bike lockers and park-and-ride sign
20
Appendix A
Park-and-Ride Lot 11: SR 120/Main Street (Wal-Mart)
Lot Information
Jurisdiction: City of Manteca
Sponsor: Developer
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
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:
21
Appendix A
Photos (Lot 11):
Parking lot layout
Clear striping
22
Appendix A
Park-and-Ride Lot 12: I-205 / Naglee Road
Lot Information
Jurisdiction: City of Tracy
Sponsor: City/SJCOG
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
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:
23
Appendix A
Photos (Lot 12):
Parking lot layout
Adequate light poles installed
Fencing and sidewalk provided
Parking lot entrance and exit
Park-and-ride leading sign
24
Appendix A
Bus shelter provided in the lot
Bike lockers and racks provided in the lot
25
Appendix A
Park-and-Ride Lot 13: I-205 / MacArthur Drive (Factory
Outlet)
Lot Information
Jurisdiction: City of Tracy
Sponsor: Developer
Inventory Results
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:
26
Appendix A
Photos (Lot 13):
Parking lot layout
Parking lot was underutilized
Faded pavement markings
Park-and-ride leading sign
27
Appendix A
Park-and-Ride Lot 14: SR 99/E. Main Street (Nestle Parking
Area)
Lot Information
Jurisdiction: City of Ripon
Sponsor: City
SJRTD Interregional Bus Routes: #167 (Livermore)
Inventory Results
Observations:
This lot is located in Nestle parking area adjacent to 2nd Street, and is close to the interchange
of SR 99 and E. Main Street. There is no vehicle access provided from 2nd Street. The only
entrance is located on Industrial Avenue Vehicles are required to approach on 4th 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:
28
Appendix A
Photos (Lot 14):
Parking lot layout
29
Appendix A
Park-and-Ride Lot 15: SR 120 / Main Street (Crossroads
Center)
Lot Information
Jurisdiction: City of Escalon
Sponsor: City/SJCOG
Inventory Results
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:
30
Appendix A
Photos (Lot 15):
Parking condition – underutilized
Parking lot layout
Clear signage provided in the lot
31
Appendix A
Park-and-Ride Lot 16: Main Street
Lot Information
Jurisdiction: City of Escalon
Sponsor: City/SJCOG
Number of Bike Racks/Lockers: 1 bike locker
SJRTD Interregional Bus Routes: #168 (Livermore)
Inventory Results
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:
32
Appendix A
Photos (Lot 16):
Parking lot layout
Handicapped parking spaces available
Clear pavement markings
Bus Shelter in the lot
33
Appendix A
Appendix B
SJRTD Transit Bus Accessibility and
Maneuverability
Appendix C
Letter of Support

Park-and-Ride Lot Master Plan - San Joaquin Council of Governments

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