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WMATA Real-Time Parking Information Feasibility Study Chapter 6: PILOT PROJECT CONCEPT circulation activity or monitoring of entry/exit flows before and after activation of the system components. Applicability to Other Stations The pilot station was selected because it provided a general representation of the varying configurations and technical challenges of the WMATA parking facilities. With its mix of reserved, unreserved, and accessible spaces in a structure and surface lots, the West Falls Church station is expected to provide useful experience for other stations if WMATA should decide to deploy similar systems at other rail stations. Although West Falls Church is reasonably typical among WMATA parking facilities, it is expected that other stations may present challenges in adapting the parking information system. Anticipated challenges are described below. Geometric & Configuration Differences Most of the WMATA stations, like West Falls Church, have connecting routes available throughout the facility, among different lots and structures, so that a driver who does not find a space in one lot or structure can proceed to another. However, at some stations the facilities are not connected. This will pose design challenges that are site-specific. For example, the Vienna-Fairfax-GMU station has a particularly complex layout, with multiple parking lots and garages on either side of the Metro tracks that are not accessible through a single gate. Vienna-Fairfax-GMU will essentially need two separate detection systems, and it will also be necessary to determine how to inform users of available spaces in another lot or garage at the station when their original destination lot or garage is full. Similar though less severe challenges will likely be faced at other stations. Regulatory Considerations (types of spaces) WMATA currently offers a mix of reserved, general unreserved, and disabled spaces at its facilities. As the system is deployed and historical data becomes available, it is possible that this information will enable WMATA to adjust the mix of spaces to better meet user needs. For example, the WSA team’s survey of West Falls Church showed that utilization of disabled spaces peaked at 42 percent. While this is based on a single day’s survey, historical data from the completed system may suggest a need to modify the mix of spaces. To ensure that disabled spaces are always available while ensuring maximum facility utilization, WMATA may wish to consider the possibility of testing automated real-time adjustment of disability restrictions for future installations. This will need to comply with ADA requirements and guidance. Multi-day Spaces: The West Falls Church facility does not currently allow multi-day parking in non-reserved spaces. While it is not known if WMATA currently enforces this, it may simplify software development, as the system can generally assume that nearly all spaces will empty out before the facility’s closure. Deployments at stations that feature multi-day parking may benefit from including designated multi-day spaces in the pool of spaces covered by space-level detection. Car Pool Spaces: While not currently implemented within WMATA, there is a desire to create additional car pool reserved spaces. These will require similar treatment as the Page 6-30 June 2009
WMATA Real-Time Parking Information Feasibility Study Chapter 6: PILOT PROJECT CONCEPT reserved spaces. Policy changes within WMATA are required before these types, or other future specialty spaces, can be implemented. Third Rail Interference During the initial requirements work, magnetometers were often identified as offering the best applicability to vehicle detection in a parking facility. However, it has been noted that some newer magnetometer-type detection systems may be susceptible to electromagnetic interference from the electrified third rail that powers WMATA trains. To ensure this is not a problem, WMATA should take the following steps: • Vendor contact: Vendors of detection systems should be contacted and asked to identify any known interference problems with their detectors, and if any existing installations are known to operate in the vicinity of third-rail powered rail systems. It is also recommended that WMATA request a demonstration from several manufacturers to show that a particularly technological approach can function in the WMATA operating environment. Alternately, the demonstration could be a formal contract requirement of the selected contractor, particularly if design-build procurement is used. • Specifications: Procurement materials should specify that detection equipment must operate effectively and accurately in an electrically powered heavy rail environment. Shifts in Facility Use over Time Based on Information Access Many of the WMATA parking facilities routinely reach capacity during AM peak hours. For the study facilities, the study team has identified the time that each facility reaches capacity during weekdays. These times were identified through a manual survey of each station. It is anticipated that before the information system is made available to the traveling public, the detection subsystem will make it possible to have a more detailed set of measurements of facility utilization and its variability. It can be assumed that current users of the system are generally aware of when a facility will fill, and through their arrival times have separated themselves into submarkets as follows: • Early arrivers: These users arrive at a facility to take advantage of available capacity at early hours. These users include both those who arrive early because it meets their schedule, and those who have adjusted their schedule to arrive early enough to get a space. • Late Arrivers: These users arrive near an anticipated fill time, and will have a backup plan available if the facility is filled to capacity. Likely, they will either continue to an alternate parking facility that may be less preferable for any number of reasons (price, distance of walk to station, etc.), or will drive directly to their destination. • Ad-hoc arrivers come to the stations after the AM peak, and after spaces have once again become available. These users typically arrive in the late morning or in the afternoon. It is possible that when supplied with real information regarding the availability of spaces at particular hours, users will shift their use of the facility to times that are more Page 6-31 June 2009
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