Description
Park-and-ride lots allow commuters to park their individual vehicles and then take group/shared transit (rail, bus, vanpool, or carpool). Park-and-ride lots are strategically placed outside of the ring of congestion on major roads.
Park-and-ride lots offer transit services that could not otherwise be cost-effectively provided. Services offered include local fixed-route buses, express buses, bus rapid transit, and rail.
Lots vary in size from 200 to over 1,000 spaces. Transit fares from park-and-ride lots are typically higher than basic local fares, and parking may be free or for a small fee. Typical park-and-ride amenities include covered or enclosed waiting areas, benches, and sometimes vending machines and restrooms.
Target Market
Park-and-ride lots target commuters from suburban areas—including state employees, students, and employees working in the central city—who use freeways to travel to and from work during the week. These lots help commuters avoid congestion.
How Will This Help?
- Increases transit usage and ridesharing, and reduces the number of single-occupancy vehicles on major freeways and highways. Commuters are more likely to use the provided bus, rail, or vanpool services if there is an easy way to reach these amenities.
- Provides alternative travel to the personal automobile.
- Improves passengers’ time management by allowing them to work on the bus or train through Wi-Fi instead of driving.
- Increases the size of the ridership collection area for the transit stop. Park-and-ride lots can draw customers from a larger area than traditional fixed-route transit if the lots and routes are designed effectively.
Implementation Examples
Application Techniques and Principles
The responsible agency should consider the surrounding land uses, customer origins, and customer destinations when planning for park-and-ride locations. Planners should locate park-and-ride lots with catchment zones in mind because these lots can draw customers from farther distances than typical transit services. This bigger area serves more customers and neighborhoods.
Planners should also be aware of how customers arrive at park-and-ride areas to provide easy access for cars, pedestrians, and bicycles if a neighborhood feeder bus service is not offered. “Kiss-and-ride” drop-offs (where drivers drop off loved ones) may also be offered at these locations.
Planners should design the routes and bus bays while considering transfer service. Particular routes may see a higher number of transfers than others, and planners should stage bus stop areas accordingly to minimize the amount of walking passengers must do between transfers. All services and the park-and-ride lot itself should be fully accessible.
Issues
Planners should vet any plans for future park-and-ride lots with the surrounding stakeholders, especially if planned in a residential area. While typically non-invasive, park-and-ride lots can be noisy during peak periods, so the lots should be designed to minimize the impact on surrounding land uses. Some city ordinances require a certain percent of landscaping to lessen run-off and aid in beautification.
Park-and-ride lots should be strategically located to draw customers. Ease of access plays a big role in whether customers use the services offered at the lot. Planners should keep in mind that customers access park-and-ride lots in different ways.
Who Is Responsible?
The local transit provider is responsible for planning and designing park-and-ride areas. This can include transit authorities/districts, local or city governments, or metropolitan planning organizations. The routes, stops, and park-and-ride lots should be planned and coordinated with local stakeholders that may be affected.
Project Time Frame
The time frame for park-and-ride lot design and implementation depends on the size of the lot needed and the current land use. For example:
- If a park-and-ride lot is planned with current land uses, such as an existing parking lot, the implementation may be much faster and could potentially coincide with a semi-annual or quarterly service change.
- Park-and-ride lots that are designed from the ground up may require a site design plan, environmental impact study, stakeholder acceptance, approval from the transit board, funding plans, permitting, and construction prior to opening. This process may take anywhere from two to five years.
Cost
Planning and implementation costs can vary depending on the type of park-and-ride lot planned. For example:
- Park-and-ride lots operating out of pre-existing parking lots may only need a memorandum of understanding and/or lease agreement. The transit provider would pay the landowner a predetermined fee per parking space.
- Park-and-ride lots with a new lot designed from the ground up could cost millions. New park-and-ride lots may cost anywhere from $30,000 to $55,000 per parking space, especially in areas where real estate is in high demand.
Data Needs
Planners should collect demographic and regional data prior to park-and-ride lot siting and planning. Data collection involves origin and destination surveys, and mapping of major employment centers and service attractors. Planners should also conduct a catchment zone analysis to determine the number of potential customers in any given location.
Park-and-Ride Lot Best Practices
- Type of location: Outside of city congestion and urbanized areas, preferably areas that provide direct access to major highways and arterials for passengers in suburban areas.
- Agency practices: Analyze transit demand and catchment zones for passengers.
- Frequency of reanalysis: Upon implementation and at least every six months.
- Supporting policies or actions needed: Public and stakeholder support.
- Complementary strategies: Express bus, bus rapid transit, bus on shoulder, and managed lanes.
For More Information and References
Transit Cooperative Research Program. Transit Capacity and Quality of Service Manual, Second Edition. Washington, D.C., 2003.
Transit Cooperative Research Program. TCRP Report 95: Traveler Response to Transportation System Changes Handbook, “Chapter 2: HOV Lanes: Traveler Response to Transportation System Changes.” Washington, D.C., 2004.
Transit Cooperative Research Program. TCRP Report 95: Traveler Response to Transportation System Changes Handbook, “Chapter 3: Park-and-Ride/Pool: Traveler Response to Transportation System Changes.” Washington, D.C., 2004.
