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Frequently Asked Questions
Why is the Real Estate Council of Austin (RECA) focused on downtown congestion when Austin's most
serious congestion problem is our regional roadways, i.e., IH 35, MoPAC, Loop 360, etc.?
RECA offered DAPR as a possible solution for downtown Austin's congestion caused by choked intersections surrounding the CBD and a lack of adequate parking downtown because this is a problem that no one else is talking about - how to get in and out of downtown Austin in a reasonable time frame.
Clearly, regional congestion is our region's top priority. The Texas Department of Transportation (TxDOT), the Capital Area Metropolitan Planning Organization (CAMPO) and the Central Texas Regional Mobility Authority (CTRMA) are all working to address these problems. They are being supported by Take on Traffic, the Capital Area Transportation Coalition (CATC) and other business groups, including RECA.
RECA agrees that implementing broad, regional, immediate solutions for Central Texas congestion is our top priority, but it's not our only priority.
DAPR's affordability and its flexibility provide elected officials with another tool to use as they seek to solve downtown congestion issues and complement regional mobility solutions in the most cost-effective manner, particularly if a pilot DAPR program is adopted.
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Can you briefly describe the overall concept of the Downtown Austin Park and Ride (DAPR)? What problem is it trying to solve?
RECA’s Downtown Mobility Task Force conceived DAPR last summer as we sought to address the issue of traffic congestion and insufficient parking in Austin’s downtown Central Business District (CBD). To help with this endeavor, RECA hired HNTB, a 90+ year-old, internationally respected engineering services firm to conduct a study and assist with formulating a proposal to help solve the problem.
The study revealed that the actual estimated deficit of parking spaces in the CBD today is approximately 2,500. Conservative projections suggest that if downtown continues to grow over the next five years at the current pace, the deficit of parking spaces will triple to more than 7,500. In addition, because of the limited access points in and out of the CBD, there are a number of severely congested intersections currently operating during peak rush hours at a Level of Service F, defined by transportation planners as the lowest measurement of efficiency for a road's performance.
As a result of these findings, RECA is proposing a quick-connection solution, the DAPR that includes the following elements:
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Construction of five parking garages around the perimeter of downtown capable of holding an average of 1,000 vehicles each |
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Implementation of a circulator system that makes a single loop around the downtown area and uses a rail-like, green technology, rubber-tire vehicle system to get parkers to their downtown destinations |
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Incorporation of GPS technology at DAPR stations to provide real-time transit information to riders who would wait about 5 minutes on average |
We truly believe that downtown Austin is an economic engine for this city and that rising traffic congestion poses a serious threat to the vitality we all want for downtown.
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Why did RECA feel the need to do this study?
The congestion situation in the downtown area is becoming a crisis today and yet no other group is focused on solving this problem. RECA sought to put a spotlight on this issue and to propose a solution simple enough that it can be integrated into other transportation ideas currently being proposed or studied. And the simplicity of the plan allows it to be implemented in the short-term future; thus providing a solution to an already existing and increasing shortage of public parking in downtown Austin.
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How were the initial thoughts around DAPR developed?
HNTB, a national traffic consultant, analyzed the lack of parking and traffic congestion around the CBD that downtown residents, workers and commuters experience first hand. HNTB confirmed the problem and proposed the DAPR concept after reviewing best-in-class examples of systems that are working well around the country.
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What are some of the examples in other cities or countries that the DAPR proposal is based on?
There is no exact copy of the DAPR proposal. What HNTB has done with DAPR, is take what are the best, smartest elements of systems from other cities such as Portland, Oregon; Charlotte, North Carolina; Oklahoma City, Oklahoma; Chicago, Illinois; Madison and Milwaukee, Wisconsin; and European-style systems such as the one in Vienna, Austria to develop DAPR.
For example, Portland’s Smart Park is a system of parking garages located at the interior and perimeter of the city that are connected with a rail streetcar circulator. The DAPR proposal is similar, except DAPR would utilize rubber-tire vehicles. Milwaukee has Park Once, which allows you to park in one garage and get around to their lakefront, sports, historic and financial districts without moving your vehicle.
Using these examples, HNTB developed a uniquely-Austin idea that fits the needs of our central business district in the short-term and is capable of quickly connecting to other transit plans over the long-term.
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What sets the DAPR proposal apart from other ideas?
The DAPR proposal is a quick, interim solution to prevent congestion from jeopardizing the economic vitality of downtown. In less than two years and for a total, affordable cost of around $100 million, DAPR can be up and running. It can serve as an important connector for people and to other long-term transit plans. Even better, DAPR can be easily integrated with any and all longer-term transit solutions such as commuter rail.
Another major difference is that DAPR can be phased in to test its effectiveness. We have identified two public entities who have expressed interest in joint venturing garages to provide multi use parking.
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Is $100 million a good deal?
We think it is. The estimated cost to construct the five garages, including land acquisition, is $87.2 million. The initial capital investment for the BAT system (an acronym for the vehicles that stands for “Boogie Around Town”) is $13.9 million, making the total capital cost for the DAPR system $101.1 million.
Annual operating costs for the five garages are estimated at $1.6 million per year. These conservative estimates assume no joint use of the garages, no ground floor retail or related facilities, and no donated or reduced land acquisition costs of the sites. The estimated annual operating cost of the BAT system is $4.8 million, for a total annual operating cost of $6.4 million.
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The DAPR proposal comes at a time when Cap Metro is moving forward with commuter rail, when the Mayor is evaluating a rail-based system through downtown, and the City Council is moving forward with its own parking concession plan. Isn’t this just complicating an already confusing patchwork of proposals?
The beauty of the DAPR proposal is that it can be phased in and adapted to meet changing needs and to fit in with other solutions as they become identified. The DAPR proposal is also a solution that is easy to implement, not costly to do, and provides a solution in the near future. It is designed to complement other transportation and transit solutions.
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Is there really a parking shortage?
HNTB did a comprehensive review and analysis of parking and we believe their projections are solid. The fact is that we do not have enough parking downtown. Certainly what parking options we do have are not in the right places and state parking garages are not available to the everyday commuter. In fact, Councilmember Brewster McCracken’s Parking Enterprise initiative confirms that there is a serious shortage of parking downtown.
Interestingly, in 2006, the Travis County Precinct 5 constable's office conducted a six-month study to address handicap-parking abuses. Their report found that approximately 65 percent of handicap parking placards used are being posted illegally by people who, apparently, cannot easily find parking downtown.
In five years, commuters trying to get to work through the intersections identified by our study as ‘failing’ will face even more traffic congestion, frustration and lack of productivity. Projections for growth remain high and the gap between available parking today and the need for parking tomorrow will only continue to compound. We believe commuters will appreciate the alternative.
An important side effect of this is the cost that employers are paying for their employees to have reserved parking spaces. Rates in downtown garages are rising rapidly and in-building demand is increasing. We believe downtown employers will find purchasing off-site parking very attractive.
Additionally, some downtown employers have employees and visitors circling the block at their office building looking for a parking space, paying meter fees, and moving their cars every 2 hours to avoid a traffic ticket. This is not a solution; and it contributes to a low rate of employee productivity and visitor satisfaction.
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Were Capital Metro and/or Downtown Austin Alliance (DAA) consulted on the DAPR plan?
When hiring HNTB to analyze the problem and recommend a solution, we asked them to start new and bring forward a fresh idea with a focus on new ways to address the top two problems with downtown as identified by respondents to a recent DAA survey: parking shortage and congestion.
Since releasing the plan, we have asked both Capital Metro and DAA to help us shape the concept in a direction that makes it most beneficial to downtown.
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In order for this to work, it seems like we’re going to need 10 or 20 of these vehicles. Won’t they just be adding to the downtown congestion?
The proposal calls for 16 vehicles dubbed “BATs”, an acronym for Boogie Around Town, operating at 5 to 8-minute headways during rush hours. The proposal also calls for exclusive use of reserved lanes, i.e., taking a lane of parallel parking during peak periods combined with transit signal priority, which allows the vehicles preferential treatment at signalized intersections. Both of these example solutions will increase the speed and reliability of the service. The vehicles will run all day with more frequent service during morning and afternoon rush hours. Service would begin to operate from 6 a.m. Monday-Friday and 7 a.m. Saturday and Sunday; and would extend until 7 p.m. Sunday through Wednesday and until midnight Thursday through Saturday.
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Why would a commuter wade through traffic to get to downtown, only to stop a short distance from his/her final destination to ride the BAT?
Commuters will use DAPR if it is fast, cheap and fun.
It is easy to envision a typical commute experience on the DAPR: A commuter enters the garage (could potentially be able to use his/her TxTAG to pay for parking) and parks; then waits 5 minutes to board a BAT that would deliver them to their destination stop in 8 minutes or less.
If the commuter stays in the car, he/she is likely to spend 7-8 minutes at an intersection leading into downtown that they could avoid by parking in a DAPR garage. If they do not have a reserved parking space, the time spent circling the CBD looking for a metered parking space could exceed 15 minutes. DAPR provides a much faster alternative, especially with the dedicated lanes for the BATs.
It is also not hard to imagine that the commuter might enjoy their time on the BAT, vs. the frustration experienced while sitting in gridlock in their car. State-of-the-art information displays will keep them constantly informed of where they are and when they will arrive at the next stop. Commuters could read, prepare for meetings, send emails, work from their laptop computers or visit with other riders. Once on the core loop, they can hop off for dining, errands or meetings and then get back on to complete the loop to their preferred stop. For those who wish to avoid the entire loop on the BAT, they may also walk four blocks to access a BAT heading the direction of their final destination.
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The parking garages look like they are blocks away from the BAT route. Is that right?
Actually, the BAT will pick up parkers right at the garages and transport them to the loop around the core of the CBD and back again.
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Why are the parking garages located where they are in the plan?
HNTB identified approximately 10 ‘failing’ intersections in their review of downtown congestion. It is logical then, to position the parking garages outside these failing intersections to intercept commuters before they add to the congestion in those intersections.
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Capital Metro already has two ’Dillo routes designed to bring commuters from lots on the periphery, and they aren’t used much. Will the DAPR system be a better alternative?
Actually, HNTB looked at the Gold’Dillo (service to the Toomey ball fields Park and Ride) and the Red’Dillo (service to the Austin High School Park and Ride) routes, and learned from Capital Metro that the 130 spaces at the Toomey ball fields are not heavily used. The 50 parking spaces at Austin High School are typically used by individuals headed downtown for jury duty. Actual boardings from this stop are around 160 per day; most of them are AHS students using the 'Dillo to head downtown in order to transfer to another route. Capital Metro reports that these lots are currently infrequently used. However, garages that are better placed and properly marketed will likely be better utilized.
We believe the DAPR system is a far better alternative for commuters, particularly as congestion downtown continues to increase. An important improvement over the ‘Dillo service is that the BAT vehicles would operate in dedicated lanes on a precise schedule so riders can confidently integrate its use into their commute time. Another advantage is that the circulation loop we envision for the BAT vehicles is compact. That means riders will wait between 5 and 8 minutes maximum before the next vehicle arrives at their station.
And most importantly, the DAPR system will be simple, easy to use and well marketed. Potential riders must know about the option and understand how to use it before they will become riders. A major component of the marketing programs should be outreach to major downtown employers.
RECA has already received letters of support from law firms, banks and other significant downtown employers.
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What organization will own/operate the system? Where will the proceeds be directed?
The answer to this question is important, and we have not prescribed an answer in our plan. We are asking elected officials and stakeholders to help us find the best recommendation. However, there are a variety of ways the system could be managed, such as through Austin’s Parking Enterprise, by Capital Metro or the Central Texas Regional Mobility Authority, or potentially through an entity or program that does not yet exist.
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The DAPR concept works best if there is a dedicated lane for it to run in – and that lane would come from existing parallel parking. Are we making a good trade?
It may be that we give up a few parallel parking lanes to bring the benefit of the DAPR to downtown Austin. But there may be other ways to implement the dedicated lane. One of the great features of the DAPR system is that it is flexible and can be moved from street to street as demand dictates. Knowing this, we’re optimistic that with more study, we can find a way to reserve the dedicated lanes without seriously diminishing any existing parking.
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Will the DAPR cause even more congestion by inhibiting cross-traffic?
That doesn’t have to be the case. With proper traffic engineering and light synchronization, we believe the DAPR vehicles will ultimately make moving through the downtown much easier because thousands of cars will be off the streets.
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Will the DAPR cause problems for downtown retailers?
Downtown retailers should be delighted by the DAPR proposal. The BATs will get shoppers and diners out of their cars more quickly and into the stores and restaurants around downtown. Today, these same people either give up or circulate around to find a parking spot, only to repeat the process every two hours. And, if your shop or restaurant or bar is close to a BAT station, it’s easy to imagine a significant increase in walk-in customers once people begin fully utilizing the DAPR.
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Will there be enough BATs to deliver all those who park in garages within a reasonable time frame?
Yes. Our projections show that the design of the system will accommodate park-and-ride passengers. Typical vehicles like the BATs can hold up to 45 people seated and approximately 20 people standing (standees) – an accepted number for this type of service. Standees are common for short trips and are desired to maximize vehicle use/occupancy.
The table below summarizes a few scenarios to demonstrate that the system is adequate as proposed:
Notes:
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Are other Austin associations supporting the plan?
We are currently visiting with a number of associations and organizations to educate them about the DAPR plan. We are not asking for their support at the moment. Rather, we are asking their opinions on how this initial concept might be improved in order to find a solution that serves the needs of as many people as possible now, in a cost-effective manner.
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What happens next?
We’re asking for input from community groups and leaders and we are continuing to study and improve the concept. Additionally, we are carefully reviewing the possibility to implement a pilot DAPR project into place to validate many of the thoughts that went into the DAPR design. We want to make sure that ridership potential, circulation patterns and a number of other variables are well understood before an entire system is put on the ground.
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