Construction of a bus shelter, painting and snow removal plus utility costs should be funded through the motor vehicle parking agency. The federal government would continue its ownership of the land but could enter into agreement with the D. C. Motor Vehicle Parking Agency for use and operation of the lot.

7. 4. Recommendation #4:

The recently formed interregional parking committee should make contact with some of the churches and others in control of low

cost lots referred to in Table 6-1 to determine whether they would be
interested in allowing their property to be used for fringe parking.
Some of the facilities listed meet most of the usage criteria and, if
a suitable agreement could be reached with the owners, could add
considerably to fringe parking capacity with a minimum of public
expense or additional paving of the urban scene.

7.5. Recommendation #5:

The next step in the fringe parking program should await the outcome of the experiments and recommendations listed above. If they are successful then the program should proceed utilizing outlying lots where property acquisition is easy and emphasizing use of existing parking facilities. However, if they fail, then there is no alternative, if there is to be additional fringe parking, to the purchase of high

cost undeveloped land in or very near the District of Columbia or

Arlington County.

This report does not judge between the benefits of removing

cars from the road through use of fringe parking and the disadvantages of erecting parking lots on land that would in some cases be developed in a more aesthetically desirable manner. This is a matter which the community or its leaders must decide.

The undeveloped land at the corner of Massachusetts and Van Ness Street is an example of the type location referred to above. This parcel of land slated for residential use has an estimated market value of $3 per square foot. The 117,000 square feet available would thus cost $351,000. Total cost per parking space here would be about $1, 200 including land, development shelters and essential landscaping. Its location on a high frequency bus line and near heavy concentrations of street fringe parking assures its use. The lot would be built and operated by the D. C. Motor Vehicle Parking Agency.

APPENDIX A

Questionnaire Used for Obtaining Information on Bus Fringe
Parking Lots in Other Cities

FRINGE PARK - AND RIDE LOT QUESTIONAIRE

Complete one form for each park- and - ride facility (either lot or garage)

If fees are variable (eg. monthly rates cheaper) please explain.

8. Number of cars parked on average weekday

9. Number of inbound busses (or streetcars) serving lot: A. M. peak hour

12. Lot operated by

transit operator

other public agency (specify)

privately operated

13. Typical Downtown all day (10 hr.) parking rates

14. What financial resource was used to originally acquire and construct lot?

15.

If lot does not produce revenues sufficient to meet operating or other costs, what financial resource makes up the deficit?

16. Is there a guard or attendant on the site during operating hours?

17. Remarks: (include any items here that might clarify information given above; e. g. do people use this lot who don't use the transit service?)

18. Please enclose any other studies or information you might have such as studies

of parking turnover rates, experiments with parking fees, etc.