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Go Phillies!!! (PHILADELPHIA) -- Philadelphia Parking Authority (PPA) Executive Director Rich Lazer announced today, "In an attempt to encourage local sports fans to use public transportation and help avoid parking gridlock

Use the search box below to find Metrorail stations that provide parking. Select a station to read details about costs, fare policies, and number and type of spaces available. If a station is not on the list, there is no Metro parking available at that location.

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Select a station: All Metro stations with parkingAddison Road-Seat PleasantAnacostiaAshburnBethesdaBraddock RoadBranch AveBrookland-CUACapitol HeightsCheverlyCollege Park-U of MdCongress HeightsDeanwoodDowntown LargoDunn Loring-MerrifieldEast Falls ChurchForest GlenFort TottenFranconia-SpringfieldGlenmontGreenbeltGrosvenor-StrathmoreHerndonHuntingtonHyattsville CrossingInnovation CenterKing St-Old TownLandoverLoudoun GatewayMinnesota AveMorgan BoulevardNaylor RoadNew CarrolltonNorth BethesdaRhode Island Ave-BrentwoodRockvilleShady GroveSilver SpringSouthern AvenueSuitlandTakomaTenleytown-AUTwinbrookVan Dorn StreetVienna/Fairfax-GMUWest Falls ChurchWest HyattsvilleWheatonWiehle-Reston East

Metro offers reserved parking at 35 rail stations. The monthly reserved parking fee is $45-$65 and is paid in addition to the regular daily parking rate. Reserved parking spaces for permit holders are available until 10 am. After that time, all unused spaces are available for general use. To learn more about Metro's reserved parking or to apply for a permit,view our Reserved Parking page.

Multi-day parking (also known as overnight or long-term parking) is available at four stations: Greenbelt, Huntington, Franconia-Springfield, and Wiehle-Reston East. Each of these stations has between 15 and 17 spaces allocated for multi-day use of up to 10 days. Availability is on a first-come, first-served basis. There is no charge for multi-day parking beyond the regular fee. See the individual station pages for more details about multi-day parking at these four stations:

Parking is the act of stopping and disengaging a vehicle and leaving it unoccupied. Parking on one or both sides of a road is often permitted, though sometimes with restrictions. Some buildings have parking facilities for use of the buildings' users. Countries and local governments have rules[1] for design and use of parking spaces.

Car parking is essential to car-based travel. Cars are typically stationary around 95 per cent of the time.[2] The availability and price of car parking supports and subsidize car dependency.[3] Car parking uses up a lot of urban land, especially in North America - as much as half in many North American city centers.[4]

On-street parking may be restricted for a number of reasons. Restrictions could include waiting prohibitions, which ban parking in certain areas; time restrictions; requirements to pay, e.g. at a Parking meter or using a pay by phone facility; or a permit zone, restricting parking to permit holders - often residents - only. Parking restrictions may be applied across a whole zone using a controlled parking zone or similar.

Structured regimes are buildings in which vehicles can be parked, including multi-storey parking garages, underground parking or a hybrid of the two. Such structures may be incorporated into a wider structure.

In the U.S., after the first public parking garage for motor vehicles was opened in Boston, May 24, 1898, livery stables in urban centers began to be converted into garages.[9] In cities of the Eastern US, many former livery stables, with lifts for carriages, continue to operate as garages today.

There is a wide international vocabulary for multi-storey parking garages. In the Midwestern United States, they are known as parking ramp. In the United Kingdom, they are known as multi-storey car parks. In the Western US, they are called parking structures. In New Zealand, they are known as parking buildings. In Canada and South Africa, they are known as parkades.

Park and ride is a concept of parking whereby people drive or cycle to a car park away from their destination and use public transport or another form of transport, such as bicycle hire schemes, to complete their journey. This is done to reduce the amount of traffic congestion and the need for parking in city centres and to connect more people to public transport networks who may not be otherwise.

Parking lots specifically for bicycles are becoming more prevalent in many countries. These may include bicycle parking racks and locks, as well as more modern technologies for security and convenience.[10] For instance, one bicycle parking lot in Tokyo has an automated parking system.[11]

Certain parking lots or garages may contain parking facilities for other vehicles, such as bicycle parking. Underneath Utrecht Central station, there is a three-storey underground bicycle park which can store 12,656 bicycles.[12]

Parking is one of the most important Intermediate goods in the modern market economy. Early economic analysis treated parking only as an end-of-trip cost. However, later work has recognised that parking is a major use of land in any urban area.[13] According to the International Parking Institute, "parking is a $25 billion industry and plays a pivotal role in transportation, building design, quality of life and environmental issues".[14] Annual parking revenue in the US alone is $10 billion.[15]

Urban parking spaces can have a high value where the price of land is high. The prices in Boston for parking spaces have always been high, just in last August, the asking price ranged just under US$39,000 in the West End to almost $250,000 in the South End.[16] According to Parkopedia's 2019 Global Parking Index, the cost for 2 hours of parking in USD$ for the top 25 global cities is as follows:[17]

In the graph to the right or below the value above the line represents the out-of-pocket cost per trip, per person for each mode of transportation; the value below the line shows subsidies, environmental impact, social and indirect costs. When cities charge market rates for on-street parking and municipal parking garages for motor vehicles, and when bridges and tunnels are tolled for these modes, driving becomes less competitive in terms of out-of-pocket costs compared to other modes of transportation. When municipal motor vehicle parking is underpriced and roads are not tolled, the shortfall in tax expenditures by drivers, through fuel tax and other taxes might be regarded as a very large subsidy for automobile use: much greater than common subsidies for the maintenance of infrastructure and discounted fares for public transportation.[18]

The average response in parking demand to a change in price (parking price elasticity) is -0.52 for commuting and -0.62 for non-commuting trips. Non-commuters also respond to parking fees by changing their parking duration if the price is per hour.[19]

Donald C. Shoup in 2005 argued in his book, The High Cost of Free Parking, against the large-scale use of land and other resources in urban and suburban areas for motor vehicle parking.[4] Shoup's work has been popularized along with market-rate parking and performance parking, both of which raise and lower the price of metered street parking with the goal of reducing cruising for parking and double parking without overcharging for parking.

One empirical study supports performance-based pricing by analyzing the block-level price elasticity of parking demand in the SFpark context.[23] The study suggests that block-level elasticities vary so widely that urban planners and economists cannot accurately predict the response in parking demand to a given change in price. The public policy implication is that planners should utilize observed occupancy rates in order to adjust prices so that target occupancy rates are achieved. Effective implementation will require further experimentation with and assessment of the ttonnement process.

Municipal parking regulation introduced controls for parking on public land, often funded through parking meters. However, with the growth of car use, the supply of on-street parking became insufficient to meet demand. City centre merchants called on municipalities to subsidise car parking in the city centre to facilitate competition against new forms of car-centric commercial development.[24]

In congested urban areas parking of motor vehicles is time-consuming and often expensive. Urban planners who are in a position to override market forces must consider whether and how to accommodate or "demand manage" potentially large numbers of motor vehicles in small geographic areas. Usually, the authorities set minimum, or more rarely maximum, numbers of motor vehicle parking spaces for new housing and commercial developments, and may also plan their location and distribution to influence their convenience and accessibility. The costs or subsidies of such parking accommodations can become a heated point in local politics. For example, in 2006 the San Francisco Board of Supervisors considered a controversial zoning plan to limit the number of motor vehicle parking spaces available in new residential developments.[27]

Tradeable parking allowances have been proposed[28] for dense residential areas to reduce inequity and increase urban livability. In summary, each resident would receive an annual, fractional allowance for on-street parking. To park on the street, one must assemble a whole parking allowance by purchasing fractional allowances from others who do not own cars.

German municipalities have variegated transport cultures and policies, however common federal laws govern the use of street space and the rights of motorists. German law privileges parked cars as traffic and constrains the ability of municipal governments to implement diverse parking policies.

German legal principles determine that the use of public streets is for traffic, including car parking. Consequently, German motorists tend to assert a right to park for free on the public highway.[29] be457b7860