Single occupancy vehicle access to the rail network – a thing of the past?

Whether the aim is to increase rail ridership, manage parking issues or provide those without a car with better access to the rail network, Transportation Demand Management (TDM) plans for stations can unlock the potential.

In many cities, a significant proportion of rail passengers access stations by single-occupancy vehicle (SOV). Systems such as Seattle’s Sounder and Orange County’s Metrolink have station access mode share by SOV at over 60% and in most cities there are at least a few stations with particularly high SOV access rates. Consequently, parking availability is often a key concern at stations where occupancy rates are high.

Recent work by Steer Davies Gleave with  Metrolinx across the Greater Toronto and Hamilton Area found that to support ridership growth, GO Transit had doubled the number of parking spaces at its rail stations over the past 13 years from approximately 30,000 spaces to 60,000 spaces, with approximately 60% of riders driving to the station. However, providing additional parking spaces at similar growth rates presents several challenges: decreasing availability of land; increasing costs of providing parking, particularly in structures; increased traffic on local roads; and growing parking lot egress times; as well as achieving wider economic, social and environmental objectives. So, what role can TDM play in supporting higher ridership and minimizing parking issues?

Improve multi-modal access

When planning around rail stations (and networks), it is advantageous to take a broader approach which balances the encouragement of rail travel for longer distance trips and minimizes negative travel impacts in the vicinity of stations. One successful approach to addressing station access is the development of station-specific TDM plans, which aim to more effectively manage how individuals access the station via a variety of modes, not just SOV.  By improving multi-modal access to stations and promoting the use of non-SOV modes, rail passenger growth can occur without the constraint of expensive parking infrastructure, while also freeing up spaces for those that have no viable alternative or for off-peak use. In addition, improved multi-modal access also helps those without a vehicle to access the rail network.

Alternative modes

The most efficient modes of access in terms of unrestricted rail passenger growth are walking and cycling as they require the least amount of space and infrastructure. Unfortunately, in North America, many rail stations are not located near medium or high density residential or employment areas that are within a 10-minute walk or bike. As such, the station TDM plan should be considered alongside current and potential land use plans that encourage more intensified development around stations to facilitate pedestrian and cycling access. Recent case studies are proving that transit-oriented development is much more effective when it includes a comprehensive package of TDM measures including marketing, promotion and education.

TDM plans should also consider small-scale infrastructure improvements for walking and cycling: enhanced signage, wayfinding, and information provision; and marketing and promotional campaigns with workplaces and local communities. Installing bike racks or a new walkway as a token measure cannot be seen as a replacement for developing a comprehensive package of measures to encourage active transportation access to stations where genuine potential has been identified. Additionally, existing services and infrastructure should be assessed, optimized and promoted: are local transit routes connecting with trains or linking with major origins and destinations conveniently? Are carpoolers given priority parking spaces or other incentives? Are taxi and Kiss & Ride areas convenient and easily accessible?

Transportation is rarely static and new opportunities are often on the horizon. What role could the ‘powered two-wheeler’ (neither ‘motorcycle’, ‘e-bike’ or ‘moped’ paint quite the right picture) play? What about dynamic carpooling - passengers organizing rides with each other while at the station or on the same train online. Shuttles are often promoted as a first mile / last mile solution, but maybe there are better options such as ‘vansharing’ where people share a vehicle for first or last mile trips - adding a dynamic, smartphone-enabled element could be the next step.

Station TDM plans can be effective and context-specific tools to promote multi-modal station access, but by themselves are not the ‘white knight’ that will increase ridership or decrease parking issues. Improving station access is often work-in-progress, but a critical ingredient is  willingness and participation from rail operators, local authorities, local transit service providers, regional planning bodies, and communities to collaborate and develop a mutually beneficial plan with clear actions and deliverables. Whoever takes the lead at a given station does not (arguably) matter – what matters is that someone takes the lead with the support of others.