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WMATA Real-Time Parking Information Feasibility Study Chapter 4: REAL-TIME PARKING TECHNOLOGY information to be displayed, when the information would be displayed, and the priority of the parking information message in relation to other messages VDOT would display on the DMS. In a similar manner, the City of Alexandria and other local governments could, if desired, incorporate parking information on any city-owned DMS. Page 4-18 June 2009
WMATA Real-Time Parking Information Feasibility Study Chapter 5 OPTIONS AND PREFERRED SYSTEM FOR WMATA Previous chapters addressed the need for and functional requirements of a real-time parking information system for WMATA. This chapter includes a review of WMATA’s current applications related to communication of real-time parking information as well as the identification of options and a preferred concept. A hybrid system that includes both space and portal (entry/exit) detection is identified as the most cost-efficient system to meet the WMATA goals and objectives. WMATA maintains all day parking facilities in 37 stations across six different political jurisdictions: the District of Columbia, the City of Alexandria, Arlington County, Fairfax County, Montgomery County, and Prince George’s County. Each jurisdiction controls the roadways leading to the parking facilities with the exception of Fairfax County, whose roadways are controlled by the Virginia Department of Transportation (VDOT). Of the stations studied for this project, three are within Fairfax County: Franconia-Springfield, West Falls Church, and Vienna-Fairfax. Van Dorn Station is in the City of Alexandria. Types of passengers using Metrorail include daily commuters, occasional commuters, infrequent but familiar riders, and those not familiar with the system. Persons not familiar with the system include visitors to the area as well as local residents who do not typically ride Metro. Each type of rider may use a different method to obtain parking information at rail stations. The daily commuter may choose to subscribe to a service where information is “pushed” to the user. An example of this type of service would be the existing service alerts e-mailed to individuals. This service is helpful to frequent riders, but is less useful to infrequent riders or visitors from outside of the metro area. To provide information to these types of individuals the information must be available to be “pulled” from a source. “Pull” information could be provided via the internet, a phone call (i.e. 511), highway advisory radio or dynamic message signs. To satisfy the diverse ridership needs, information from an advanced parking system will need to be available for use in a variety of applications. A number of currently existing applications can use the resulting information with a minimum of additional expense and effort. The availability of real-time parking information also opens up the possibility of new applications. This section includes both a discussion of existing applications that can benefit from real-time parking information as well as some potential new applications. Basic System Requirements Connectivity The intent of this project is to deploy a pilot study at one station prior to making further decisions on deployment. In many pilot projects, the system is tested as a stand-alone system prior to communicating with other garages or systems. If this pilot project is to provide real-time information outside of the DMS or HAR that are specific to the pilot facility, then the system must be built to communicate with other WMATA systems, particularly WMATA web servers. The generic system configuration, shown in Page 5-1 June 2009
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