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APPENDIX B. FLM STRATEGIES TOOLKIT Introduction to the FLM Strategies Toolkit

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APPENDIX B. FLM STRATEGIES TOOLKIT Introduction to the FLM Strategies Toolkit APPENDIX B. FLM STRATEGIES TOOLKIT Introduction to the FLM Strategies Toolkit This toolkit provides detailed information on 37 REUSE OF EXISTING INFRASTRUCTURE TRANSPORTATION SERVICE discrete FLM strategies. The toolkit is organized by FLM strategy theme. • Curbside Management • On-Demand Microtransit Each toolkit sheet includes: • Innovative Park-n-Ride Management • Shuttle Service • Support Implementation of Micromobility Service • Description of the strategy • Car Share Parking • Applicability of the strategy to each FLM • Preferential Parking for Car or Vanpool Vehicles • Special Event Transit Service typology • Prioritization of RTD Owned Land and Parking • Autonomous Transit • Applicability of the strategy to any of the six • Point-to-point Car Share FLM overlays • Provide Power • Key implementing agencies • Round-trip Car Share • Potential funding sources • A case study or resource pertaining to the strategy, including a link for more information NEW INFRASTRUCTURE TRANSPORTATION DEMAND MANAGEMENT • Bicycle and Micromobility Parking and Storage • Creation of EcoPass District • Multimodal Maps and Wayfinding • Bicycle Education and Encouragement Programs • Bike End-of-Trip Facilities and Amenities • Promotion of RTD Discount Passes • Website or App • Guaranteed Ride Home (GRH) • Variable Message Signs FIRST AND LAST MILE GENERAL GUIDANCE • Dynamic Carpooling to Transit • Transit Access Marketing Plan • Pedestrian-Scale Lighting • Commuter Expert or Commuter Buddy • Improve Bicycle and Micromobility Infrastructure • Parking Cash-Out • Improve Pedestrian Infrastructure • TNC/Taxi Discounts • Transit Oriented Development • Bike or Car share Subsidies • Marketing Commuter Tax Benefits • Transporation Coordinator Network (TCN) • New Resident / Employee / Student Transportation Kits • Promotional events/fairs/challenges REUSE OF EXISTING INFRASTRUCTURE • Curbside Management • Innovative Park-n-Ride Management • Car Share Parking • Preferential Parking for Car or Vanpool Vehicles • Prioritization of RTD Owned Land and Parking • Provide Power Curbside Management REUSE OF EXISTING INFRASTRUCTURE Resource: Curbside space is increasingly being recognized Applicability to Typology A curbside management plan can help NATCO—Curb Appeal: for its high value in the transportation network. when a large number of people use the Curbside Management Strategies In critical areas around transit stations, curbside station at once. for Improving Transit Reliability space can have competing interests including vehi- Urban Core Key cle travel lanes, parking, loading, dedicated transit NACTO TRANSIT LEADERSHIP Urban Most Applicable RESOURCE PAPER use, dedicated bicycle lanes, or parklets. NOVEMBER 2017 Suburban-Mixed More Applicable People who are less mobile may not drive, Curbside management implements time-based and may require additional assistance restrictions on the curb space to optimize its value Suburban-Residential Applicable CURB APPEAL when accessing a station or stop. Ensur- according to specific time-sensitive demands such Not Applicable CURBSIDE MANAGEMENT STRATEGIES Rural ing a curbside management plan includes FOR IMPROVING TRANSIT RELIABILITY as peak-hour transit, business loading and access, pick-up and drop-off zones close to the passenger pick-up/drop-off, or short-term parking. transit service will improve their access. Curbside management plans are most applicable to Some jurisdictions are experimenting with geofenc- O'Farrell Street, SAN FRANCISCO, CA urband core, urban and suburban-mixed typologies. This ing to better manage Transportation Network Com- Cities are clearing the way for transit by taking control of their curbs. To support key transit routes, cities are increasingly taking steps to shift from curbsides dominated by "free parking" to reliable bus lanes, safe bikeways, freight is because generally a large number of different modes loading, and public space. With transit-served streets thriving and the demand for curbside access rising, there is a pany (TNC) (i.e. Lyft/Uber) pick-ups and drop-offs growing recognition that our approach to curbs needs to make transit service reliable in an era of urban growth. Cities now have the design tools they need to make transit more reliable, but the politics of parking too often stymie will require access to these stations. Ensuring that all the best projects. The results of twentieth-century “first-come-first-served” parking are frustrating and wasteful: in high-demand areas. Geofencing is a process transit riders and drivers are delayed by double parking, with an especially large impact on the same vibrant, walkable streets where some of the highest bus and rail ridership is found. Without space for loading, delivery workers and for- modes have good access is important. In the suburban hire vehicles are both inconvenienced and cause delays to others; people bicycling and walking are put in danger by that uses GPS coordinates to define which areas blocked bike lanes and bad visibility; and drivers cruise for long distances to find parking. Yet these practices have been Implementing Agencies: tolerated for decades, in part because of the politically charged nature of "removing parking spaces" without addressing context, this may require shifting users from accessing the underlying mismatch between supply and demand. Supporting major street design changes with a curbside management system is a way to make sure that shifts to are restricted or permissive to enter. sustainable citywide mobility do not come at the expense of quality public space or small business needs. Modern curbside policies recognize that transit is fundamentally different from adding motor vehicle capacity because it can the station by private cars to other modes. Curbside deliver so many people to a street. These policies seek to make better decisions about curbs based on a recognition that transit and local businesses support one another. Transit riders, transit agencies, city governments, and local merchants all have a stake in more reliable transit and better public space. Curbside management is a critical need in dense management plans may be applicable to the subur- This paper provides examples of how cities have successfully changed curb use to support transit. It is focused on the • Local governments types of busy, store-lined streets where high-ridership transit lines often struggle with reliability. These key curbside management strategies support reliable transit and safer streets in one of two ways: either by directly making room for urban areas where a wide variety of competing ban-residential context if the station resides on a major transit, or supporting transit projects by better managing the many demands on the urban curb. curbside uses exist. These techniques can be ap- 1 active transportation route or has another mode that • Business Improvement Districts (BIDs) plied to less-dense areas where curbside activity is competes for access to the station. prevalent (e.g., activity centers). This resource paper provides best practic- • Property owners es and project examples of reorganizing or changing the restrictions on curbside space Applicability to Overlays • RTD in different communities across the United States. The four overarching concepts dis- NACTONACTO CurbsideCurbside UseManagement Illustration Illustration Historically vulnerable populations are less Funding Sources: cussed in this document are: Different curbside uses have varying abilities to draw people to an area and to support nearby businesses likely to own a private vehicle. Managing • Shifting from Parking Lane to Flex Zone curb space efficiently keeps transit moving faster and more reliably. • Future FTA innovative mobility grants • Clearing the Way for Transit • Local funds • Moving Loading and Access Nearby Locations with high parking utilization • BIDs • Looking Beyond the Corridor require improving access by other modes. LOADING ZONE PARATRANSIT METERED BUS STOP PASSENGER 20 deliveries/ & ACCESSIBLE PARKING SPOT 1,000 riders/day Providing specific pick-up and drop-off day supporting LOADING 15 vehicles/day 100 passengers/day • Property owners $10,000 in daily Serving 19% of zones for these areas will improve access. sales per block the US population https://nacto.org/tsdg/curb- • Mobility service providers appeal-whitepaper/ Innovative Park-n-Ride Management REUSE OF EXISTING INFRASTRUCTURE Case Study: Park-n-Ride facilities are a valuable asset for RTD. King County Metro Value Pricing Pilot Program Currently, RTD-operated Park-n-Rides are free for Applicability to Typology Implementing Agencies: the first 24 hours for residents in the RTD district ($2.00/ day for every day after that), and $4.00/ Urban Core Key • RTD day for nonresidents (rates may be higher or lower Urban Most Applicable depending on the third party operating it). • Operators of privately operated RTD Suburban-Mixed More Applicable In order to better align Park-n-Rides with changing Park-n-Ride parking transportation needs, RTD could experiment with Suburban-Residential Applicable additional uses and programming. Some tech- Rural Not Applicable niques that have been implemented elsewhere include: King County Metro received a grant funded by the Federal Highway Administration’s • Allow mid-day/short-term parking (between Innovative Park-n-Ride management is most applicable peak commuting times) (FHWA) Value Pricing Pilot Program to ex- in the urban, suburban-mixed and suburban-residen- plore opportunities for market-priced park- • Designate carpool-parking
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