MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT SEPTEMBER 2011

ACKNOWLEDGEMENTS

The recommendations presented in this report reflect the combined input of the planning team and numerous faculty, staff, student, and community representatives who participated in the effort. Their diligence and patience ensured that the Circulation Master Plan and its effects will exist for years, representing both university and community interests.

Steering Committee Robert G. Keller, Associate Vice President for Facilities, Planning and Operations, University Architect Sarah Bauer, Miami University Student Jung-Han Chen, City of Oxford, Community Development Director Michael Driesbach, City of Oxford, Service Director Matt Frericks, Director of Auxiliary Construction and Services Dr. Gary Janssen, Department of Microbiology, Campus Planning Committee Nicholas Miller, Miami University Student Tim Parsons, Emergency Case Manager, Student Affairs Dr. David Prytherch, Department of Geography, Sustainability Coordinator, Chair Campus Planning Committee John Seibert, Senior Project Architect, PFD Planning Architecture & Engineering Lt. Benjamin Spilman, Administrative Lieutenant, University Police Department Greg Vaughn, Director of Building and Special Services

Additional University Staff and Students Vanessa Cummings, Assistant Director, Parking and Transportation Services Rich Dusha, Miami University Fire Marshall Dennis Fleetwood, Director, Miami University Environmental Health and Safety George MacDonald, Assistant Director, Miami University Parking Services The Students in Spring 2011 Geography 451/551 Introduction to Urban and Regional Planning

Additional City Staff Douglas Elliott, City Manager, City of Oxford Lt. Bob Holzworth, Assistant to the Chief of Police - Parking and Transportation, Oxford Police Department Victor Popescu, City Engineer, City of Oxford Stephan Schwein, Chief of Police, City of Oxford

JJR, LLC Mary Jukuri, Team Leader, Principal Planner Alicia Zimmerman, Project Manager, Transportation Engineer Neal Billetdeaux, Sustainability, Environmental Designer Jesse McHugh Hillary Hanzel Rovonnie McFarland Diane Wilson-Kutcher

Michael Baker Jr., Inc. Nancy Lyon Stadler, Transportation Engineer Lori Duguid, Transportation Engineer Ken Mobley, Transit Planner

Vivian Llambi Associates Vivian Llambi, Landscape Architect Fred Bowling MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT TABLE OF CONTENTS

1.0 INTRODUCTION 9 1.1 Purpose 10 1.2 Campus Planning Principles 10 1.3 Sustainability 10

2.0 ISSUES AND OPPORTUNITIES 13 2.1 Non-Motorized 16 2.2 Vehicular & Emergency Access 20 2.3 Parking 20 2.4 Transit 23

3.0 RECOMMENDATIONS 31 3.1 Non-Motorized 31 3.1.1 Bicycle 31 3.1.2 Pedestrian 38 3.2 Vehicular & Emergency Access 44 3.3 Parking 48 3.4 Transit 50

4.0 IMPLEMENTATION 67

5.0 APPENDIX 71 5.1 Appendix A: Bicycle Benchmarking A1 5.2 Appendix B: Public Outreach Survey A6 5.3 Appendix C: Transit Planning A9 5.4 Appendix D: Transit Disposition of Comments A21 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT 1.0 INTRODUCTION MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT INTRODUCTION

1.0 INTRODUCTION

Miami University is a distinguished and renowned educational institution, steeped in a tradition of academic excellence and history. Often called the “Campus in the Woods,” the University’s main campus was developed in this location partially because of the area’s natural beauty and idyllic setting. The University embraces its reputation as one of the nation’s most picturesque campuses and strives to ensure a physical environment for learning that continues the tradition of distinction in academics and its physical setting.

The project team was hired by Miami University to develop a Circulation Master Plan to improve the transportation-related aspects of the physical campus’s functionality while respecting its built and natural beauty. The Circulation Master Plan includes consideration of all forms of transportation, focusing mainly on non- High Street crosswalks passenger-vehicle traffic modes. Examination of campus transit and parking systems were added to the study in order to create an integrated Circulation Master Plan. This integrated approach provides:

‡ A holistic approach to campus mobility. ‡ Safer and more efficient bicycle and pedestrian travel. ‡ Enhanced bicycle and pedestrian facilities. ‡ Potential reduced vehicle congestion. ‡ Better operational safety for all modes. ‡ Better coordination between modes of travel. ‡ An understanding of the ripple effect of change on different modes. ‡ The ability to optimize resources and prioritize funding.

The project team consists of a consultant team and a Steering Committee appointed by University staff. The consultant team includes JJR, LLC; Michael Baker Jr., Inc.; and Vivian Llambi Associates. The Steering Committee includes University faculty and staff, University students, and City of Oxford staff.

9 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

1.1 PURPOSE 1.3 SUSTAINABILITY

This report documents the process used and In April of 2011, the campus community approved the recommendations made to enhance the transportation “Sustainability Commitments and Goals” document, which elements of campus. It should be regularly updated includes goals for greening the campus transportation as campus conditions and transportation modes and network. The approval of this document, conducted patterns change. Specific and broad-level physical and independently from, but during the development of the policy changes are recommended in this document Circulation Master Plan, was timely. A number of the with the hope that mode shifts can occur as campus document’s goals directly relate to concepts discussed acceptance of the changes grows. in the Circulation Master Plan and helped shape recommendations and confirm the campus community’s One of the first steps of the study was the development readiness for change in the transportation system. of project goals, which helped create direction for the Circulation Master Plan. The transportation-related commitments and goals from the “Sustainability Commitments and Goals” document are The Circulation Master Plan strives to achieve summarized below: the following goals: ‡ Improve safety and convenience for pedestrian and Goal: Reduce Miami University’s bicycle traffic on campus and to nearby housing, transportation-related carbon footprint 20-30% retail, dining, parks, recreation, etc. by 2020 ‡ Consider all non-motorized travel modes as well as ‡ Implement a holistic approach to circulation. campus bus service and automobile traffic. ‡ Use urban design, parking policies, and incentives to ‡ Consider the interface between motorized and non- make alternative modes preferable for short distance motorized modes of travel. travel. ‡ Balance parking needs with all transportation modes. ‡ Collaborate with the City of Oxford on planning/ implementation of a bicycle network and bicycle storage by 2012. ‡ Reduce vehicular use for short distance commutes. ‡ Increase the mode share for walking, bicycling, and transit. 1.2 PLANNING ‡ Develop parking policies to encourage sustainable transportation behaviors. PRINCIPLES ‡ Provide preferential parking/reduced permit costs for carpools, park-and-ride commuters, and low- In keeping with Miami University’s tradition of purposeful emissions vehicles. planning of physical development and preservation, ‡ Double carpooling by 2020. the project team endeavors to respect the “Campus ‡ Offer to integrate Miami Metro service into a fully Planning Goals” found in the “Campus Exterior Space and public, regional transportation system. Landscape Master Plan” developed in 1999.

Campus Planning Principles Summary: MIAMI UNIVERSITY SUSTAINABILITY ‡ Provide the best possible environment within which COMMITMENTS AND GOALS the academic mission of Miami University can be fulfilled. …create a culture in which responsible and sensible decisions will consistently contribute to a higher quality ‡ Provide the best possible environment within which environment, reduce our carbon footprint, and lessen residential, recreational, cultural and social functions our dependence on carbon-based energy supplies... can be served. ‡ Maintain and enhance the beauty and charm of the We recognize that to be successful, we must engage campus. the campus as widely as possible (including) the ‡ Respect the campus in its context and history. choices we make in travel.

10 2.0 ISSUES & OPPORTUNITIES MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT ISSUES & OPPORTUNITIES

2.0 ISSUES & OPPORTUNITIES

The project team utilized field observations, Steering Committee discussions, online and in-person surveys of the campus community, and focus group and general campus population discussions to determine existing problem areas and areas for improvement in the transportation network.

Questions that were explored included: ‡ What are the destinations for non-motorized travel? ‡ What are the destinations for all modes of travel? ‡ Where are the biggest gaps in pedestrian and bicycle networks? ‡ Where are pedestrian and bicycle conflicts with vehicular traffic? Regional popular destinations (red dots) and conflict locations (blue dots) ‡ Where are conflicts between bicycles and pedestrians? ‡ Where are key bus interface opportunities? ‡ How is parking utilized on campus? ‡ How can parking (supply, location, and policy) support use of transit and non-motorized circulation?

Numerous campus and City of Oxford reports also contributed to the project team’s understanding of the existing campus transportation network. Highlights and information themes found in those materials are summarized below:

University Material: Campus popular destinations (red dots) and conflict locations (blue dots) ‡ 1999 Campus Exterior Space and Landscape Master Plan ‡ Miami University Master Plan Traffic Study ‡ Multi-Use Perimeter Path ‡ Miami University Campus Transportation Study ‡ Miami University Comprehensive Bicycle Pathway Plan ‡ Campus Parking Documents ‡ Miami Metro Documents ‡ Miami University Capital Improvement Report 2007 ‡ 1997 Building Construction Standards ‡ 2003 Miami University Campus Planning Discussions during a Steering Committee meeting City Material: ‡ City of Oxford Transportation Task Force Goals and Long Range Plan ‡ Oxford Tomorrow Comprehensive Plan and Update ‡ 2004 Strategic Plan Priorities

13 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

‡ City of Oxford Off-Campus Bicycle Plan Student ‡ Investigate commuter bus connections to regional Report hubs. ‡ 2006 Oxford Thoroughfare Plan ‡ Focus on multi-modal solutions to transportation planning. ‡ Integrate bicycle routes with roadways. Campus Documents Highlights: Standards: In addition to determining the current transportation ‡ Priority should be given to pedestrian paths. network pattern on Miami University’s campus, the ‡ Pedestrian movements have priority over car project team researched other academic peer and movements. aspirational institutions, as well as bicycle, pedestrian, ‡ Bicycle traffic should have second priority after and transit friendly campuses. This benchmarking data pedestrian traffic. helped the Steering Committee understand how Miami ‡ Incorporate bicycle facilities into campus University compares to peer institutions and provided improvements. ideas for potential physical and policy transportation improvements that have been successfully implemented Guidelines: on other campuses. Benchmarking data can be found in ‡ Develop paths to connect: Appendix A and Appendix C. » Residential quadrangle. » Recreational sports spaces in Four Mile Creek Valley. Peer institutions that were studied included: » Off-campus housing. Ohio University, SUNY at Binghamton, The Ohio State » Provide bicycle racks on paved surfaces near all University, University of Vermont, University of Notre major campus buildings. Dame, University of Virginia, Wake Forest University, University of North Carolina, UC Davis, UC Berkeley, Pattern Language: Portland State University, Michigan State University, ‡ Build a system of designated bicycle paths that: Cornell University, University of New Hampshire, Virginia » Have recognizable surface. Commonwealth University, Virginia Tech, University of » Run along local roads or major pedestrian Colorado, and Princeton University, among others. paths where possible. » Are separate from pedestrian paths. » Reach within 100 feet of every building. » Include bicycle racks near every building’s main entrance.

City Documents Highlights: Priorities: ‡ Traffic calming ‡ Relocation of truck route ‡ Pedestrian management ‡ Mass transit

Goals: ‡ Develop a transportation system that encourages alternative forms of transportation. ‡ Explore expansion of bus service. ‡ Develop and implement a pedestrian and bicycle path master plan. ‡ Facilitate biking with bicycle facilities at public locations and private employers. ‡ Implement traffic calming in the Mile Square.

14 ISSUES & OPPORTUNITIES

LEGEND Core Center

Green Space

Commercial

Residential

Campus

Average Daily Traffic (ADT)

Existing land use and area destinations

15 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

2.1 NON-MOTORIZED

The project team spent a number of days walking the Pedestrian/Vehicular/Bus Conflicts: campus during peak and off-peak pedestrian hours, ‡ High Street during spring and summer semester, and in various ‡ Spring Street/Patterson Avenue/State Route (SR) 73 weather conditions. It is evident from these site walks that ‡ Sundial Crossing the pedestrian and, to a lesser extent, the bicycle modes ‡ Shriver Center of transportation are critical for faculty, staff, and students ‡ Patterson Avenue on and off campus. The University system of walks and ‡ Kroger paths is extensive and generally well-maintained, but ‡ High Street pedestrian facilities often do not connect desired paths ‡ Campus Avenue/Chestnut Street of travel, and bicyclists and pedestrians share narrow ‡ Church Street/College Corner Pike/Locust Street sidewalks in many locations. Gaps in Pedestrian Network: The project team identified the current pedestrian pattern language as follows: ‡ Desire lines to recreation center ‡ Building placement, walks are highly symmetrical. ‡ Desire lines on Western Campus ‡ There is a strong desire to create campus places and ‡ Northeast of Farmer Business School quads within the center of blocks. ‡ Adjacent to Miami Inn ‡ Pedestrian walks connecting interior quads create ‡ By Withrow Court additional mid-block crossings at city streets. ‡ Buildings are often sited on the terminus of walks and roads–walks have to split around buildings, leading to offset connections across campus. ‡ Existing sidewalks are often not wide enough.

A list of analyses and observations from a broad level down to specific conflict locations and network gaps was developed, as shown below.

Analysis/Observations: ‡ Lack of adequate sidewalk width and quality ‡ Lack of continuity in pedestrian desire lines ‡ Lack of bicycle facilities Pedestrian traffic on High Street ‡ Student drop-off/student drive to class rate ‡ Not enough nighttime campus lighting on Western Campus walks, at crosswalks on Spring Street and When mapping the existing pedestrian network from an High Street overall perspective, it became obvious that one of the ‡ Lack of clear pedestrian corridors lead to confusion main reasons for pedestrian connectivity complaints, for pedestrians, motorists and bicyclists cut-through path development, and pedestrian/vehicular ‡ Pedestrian/vehicular/bus conflicts conflicts was discontinuity of pedestrian paths. The ‡ Gaps in pedestrian network major pedestrian pathways and their connections, or ‡ Too many/disorganized mid-block crossings lack thereof, are shown on the following three pedestrian ‡ Offset tee intersection (Spring Street/Patterson diagrams. Avenue/State Route 73) ‡ Apparent issue with traffic speeds on Patterson Avenue south of campus ‡ New requirements for fire truck access ‡ Bus service: over-serving and under-serving ‡ Bus stop locations lead to mid-block crossings ‡ Vehicle cut-throughs

16 ISSUES & OPPORTUNITIES

LEGEND Missing/Inadequate Sidewalks

Pedestrian Desire Lines

Pedestrian/Vehicular/Bus Conflicts

Pedestrian movements

17 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

LEGEND

Existing Pedestrian Circulation s

Residential Zones & Circulation

Existing campus pedestrian walkways and paths

18 ISSUES & OPPORTUNITIES

LEGEND North-South Pedestrian Movements

East-West Pedestrian Movements

Diagonal Pedestrian Movements

Pedestrian movements

19 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

2.2 VEHICULAR & EMERGENCY ACCESS A number of existing vehicular conflict points and gaps are listed in section 2.1 Non-Motorized. Locations of particular impact to vehicular campus transportation and its interaction with other modes include Spring Street through campus, High Street through campus and in Uptown, Patterson Avenue adjacent to and south of campus, Bishop Circle/Laws Drive, Irvin Drive, McGuffey Drive, and the Patterson Avenue/Spring Street/SR 73 West Cook Parking Lot offset intersection.

The University Fire Department uses existing roads, on-street parking and parking lots were surveyed during parking lots, and some paths as fire access routes. the peak parking period (between 10:00 AM and 2:00 University fire officials are in the process of developing PM) to determine peak parking occupancy. This two-day a more extensive network of fire access routes to study, along with parking data provided by the University accommodate recently purchased equipment. Further Police Department, produced the following results and research into peer institution fire access treatments, observations: as well as fire codes as they pertain to access location requirements should be completed on a per project Results: design basis. In addition, due to the heavier dead load of the new equipment, potential structural load limit hazards Total Parking Spaces on Count Day: 8,177 are created where access routes cross over existing tunnel Total Parking Spaces Utilized in Peak Hour: 5,151 systems. Structural reinforcement or route modifications Percent of All Campus Spaces Utilized should also be considered on a per project basis. During Peak Hour: 63%

‡ Surface parking in campus core is highly utilized. ‡ Ditmer Field Park-and-Ride Lot has significantly higher occupancy than West Millett Park-and-Ride Lot. 2.3 PARKING ‡ North Campus Garage is near capacity. Parking on campuses is always a much-debated topic ‡ Campus Avenue Garage is less than half full. among the campus community. It is necessary to have ‡ On-street parking is not fully utilized. parking on a campus to provide convenient access to ‡ Boyd South Lot (Western Campus) - highly campus destinations, but parking can directly or indirectly underutilized (15% occupancy). create additional pedestrian/bicycle/vehicular conflict ‡ Gated Heritage Commons Lots – underutilized. points and encourage single-occupant vehicular use. For ‡ Permit assignment to particular lots creates this reason, the number of parking spaces on campus, underutilized core lots (mainly South Cook Lot). their location, and their current utilization were studied ‡ Regional commuter pattern may contribute to as part of the Circulation Master Plan. This analysis underutilization of West Millett Park-and-Ride Lot. helped the project team understand how the existing parking system is utilized and develop parking concepts Observations: that integrate well with the rest of the transportation system, with the goal of balancing parking needs with all ‡ Frequent drop-off activity transportation modes. ‡ Frequent parking space hunting ‡ Bishop Circle/Laws Drive has high drop-off activity To determine actual utilization of parking on campus, a two-day peak-period parking utilization study was Future master-planned improvements on campus will completed on April 18 and 19, 2011. All campus-operated affect the parking supply. The project team worked with

20 ISSUES & OPPORTUNITIES

University staff to determine where parking was planned Population to to be removed and added due to the Housing Master Institution Parking Space Plan and the Campus Master Plan recommendations. As University of Wisconsin - Milwaukee 13 to 1 part of the master-planned improvements, parking has Boston College 9.2 to 1 already been added with the recent construction of the Portland State University* 6.0 to 1 Campus Avenue Garage and the North Campus Garage. University of California - Berkeley* 5.8 to 1 Major impacts to parking due to future master-planned Carnegie Mellon University 4.2 to 1 improvements include parking modifications in the University of Chicago 4.1 to 1 Campus Avenue Building/Spring Street area, the Bishop Old Dominion University 3.6 to 1 Circle/Gaskill Lot area, the Withrow Court Lot area, and University of Vermont* 3.2 to 1 Western Campus. Further discussion of the impacts of National Average 2.8 to 1 future master-planned improvements in coordination with The University of Toledo 2.8 to 1 Circulation Master Plan recommendations are included in University of North Carolina* 2.7 to 1 the section 3.0 Recommendations. Cornell University* 2.5 to 1 University of Virginia* 2.4 to 1 Miami University 2.27 to 1 To determine how the parking ratio, defined as the Indiana University Bloomington* 2.2 to 1 ratio of campus population to number of parking Oklahoma State University 1.9 to 1 spaces on campus, at the Miami University campus as Grand Valley State University 1.7 to 1 currently configured compares with other universities, benchmarking data was collected, and is shown below. *indicates academic, physical, or aspirational peer universities

Miami University’s parking ratio is near the low end of many of its peer institutions and the overall national average, meaning that it has a higher than average number of parking spaces per person. This benchmarking exercise provided confirmation to the Steering Committee that, despite parking complaints that are so common on campuses, Miami University provides more parking spaces per person to its campus community than many comparable campuses in similar small town settings without public transit.

Campus Avenue Garage

21 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

LEGEND Parking Spaces Utilization 10 <50%

25 50% - 59%

50 60% - 69%

100 70% - 79%

200 80% - 89%

500 >90%

*Note: Area of circle is proportional to the number of parking spaces; color represents utilization.

Peak parking utilization

22 ISSUES & OPPORTUNITIES

2.4 TRANSIT

Miami Metro provides bus transit service for the Miami University campus. Despite changes to campus infrastructure, the bus routes have remained essentially unchanged for two decades. As part of the Miami University Circulation Master Plan, the University decided to investigate the development of new bus routes for the Miami Metro system. The sense was that the current routes were long, and perhaps the needs of potential Bus stop on campus with shelter riders were not being met. Miami University staff felt that bus service could be optimized to better serve the Miami University community and increase ridership, supporting the development of new bus routes. The new routes were to be based upon community engagement to assess service needs along with population density and land use, including the planned development of new residence halls on Western Campus.

Existing Transit System The Miami Metro system consists of seven bus routes that serve the Miami University campus and adjacent areas of the community, as shown on the Miami Metro route map. Together, the routes cover a total distance of approximately 27.7 miles. The bus routes are essentially Bus stop on campus without shelter looping routes, with six of the seven routes functioning in clockwise and counterclockwise pairs. Route timing is maintained by dwelling the buses at the stops located Existing bus stops are located as shown on the Miami at Shriver Center, West Millett Park-and-Ride, and Ditmer Metro route map. Some stops are marked with bus stop Field Park-and-Ride. Depending on traffic and travel time, signs, while others provide shelters for waiting passengers. the dwell times can be fairly long, based on information The wayfinding system provides route names and arrival received from the public outreach surveys and interviews. times. Route maps are not illustrated at the stops.

Bus route information posted at Farmer Business School bus stop 23 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Eg^ciZYdcGZXnXaZYEVeZg

Miami Metro routes

24 ISSUES & OPPORTUNITIES

Benchmarking The Ohio State University The project team researched university transit systems Columbus, Ohio with characteristics similar to Miami University to CABS (Campus Area Bus Service) illustrate a variety of possibilities and glean ideas that CABS provides bus services on campus and in the could be applied to the Miami Metro transit system. surrounding community with multiple routes and The benchmarking results are presented in Appendix C. schedules, with short headways and interfacing with Potentially applicable ideas are presented below. COTA (Central Ohio Transit Authority). This system pioneered the use of a GIS-based system providing Virginia Tech information on expected arrival time of the next bus. Blacksburg, Virginia Blacksburg Transit University of Colorado Blacksburg Transit provides fixed route bus service within Boulder, Colorado the campus and surrounding community with multiple GO BOULDER bus lines using radial and circulator routes and multiple The university and the Boulder community are served schedules. The schedule is maintained through the use of by multiple circulator routes (Hop, Skip, Jump, Bound, “time checks” where departure times are set at identified Dash, Stampede). These routes interface with the bus stops, with the understanding that the stops in regional transit system, providing transit access for between will occur within the defined range of the students to destinations along the entire Front Range. adjacent time check stops. Ridership on the Blacksburg The buses run on fixed headways based on a time Transit is 90% students, 5% faculty, and 5% Blacksburg of day schedule. This information is portrayed in an citizens. The project team anticipates a similar ridership easily understandable graphical image. breakdown for Miami Metro.

GO BOULDER bus schedule

25 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Virginia Commonwealth University The survey results indicated that students ride the bus Richmond, Virginia most often, with more than 50% riding the bus two or 2BNB (Bottom & Back) more times per week. Not surprisingly, faculty and staff 2BNB provides bus service between the campus and reported riding the bus least often, with approximately the downtown entertainment district during evening 75% of respondents reporting that they never ride the entertainment hours with a series of bus route loops. This bus. 501(c)(3) organization is supported by local donations and private donors who contribute through their on-line web The reasons people reported they choose not to ride the page “piggy bank.” bus are listed below in order of priority, with the most common reasons at the top. Princeton University More convenient to drive. Princeton, New Jersey ‡ Tiger Transit ‡ More convenient to walk. ‡ Commute is too long/does not serve needs. Transit service is provided on campus and in the ‡ Bus does not go where I need it to go. surrounding community with a bus fleet of low-floor, fully ‡ Wait at bus stop is too long. accessible buses that run on B20 biodiesel fuel and carry ‡ Travel time is too long. bicycle racks. ‡ More convenient to ride my bicycle.

Bus Route Development The survey asked respondents to identify destinations The recommended changes to the bus routes were they would like to be served by Miami Metro. The developed through a process grounded in community responses are illustrated in the graphic on the facing engagement. The project Steering Committee provided page, where the dot size corresponds to the number of general oversight and guidance as the concepts were responses. developed and refined.

Additionally, the project team held open house events and interviewed interested individuals from the University (students, faculty and staff) as well as the Oxford community. The information and feedback obtained through outreach was invaluable in determining the needs of today’s bus riders and potential riders.

Community Engagement The project team held outreach events to obtain feedback on the existing bus system and ideas for changes to the system to better meet the needs of riders and potential riders. These outreach events were held on April 18, 2011, at the following locations:

‡ On the sidewalk outside the Engineering Building ‡ In the downstairs level of the Shriver Center Outreach event in Shriver Center ‡ In an advertised open house at MacMillan Hall

Expanded input was obtained by posting a survey on- line from April 18-May 6, 2011, at the end of the spring semester. There were 376 respondents to the survey, with 51% students (28% on-campus, 23% off-campus), 35% staff, 9% faculty, 4% residents, and 2% other. This distribution presents a good cross-section of potential riders. The survey is included in Appendix B.

26 ISSUES & OPPORTUNITIES

Desired destinations for Miami Metro bus service

27 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

This information was used, in conjunction with population densities and land use, to develop the conceptual new routes for Miami Metro’s bus service.

The conceptual routes were presented to Miami Metro and the Miami University project team on May 23, 2011. (The presentation is provided in Appendix C.) A variety of concepts and routes were presented and discussed, along with benchmarking from similar universities and an overview of their policies and operations that Miami University might choose to adopt.

The project team made a number of recommendations, which were incorporated into revisions to the conceptual routes. Those updated routes were subsequently presented to the Steering Committee whose members were asked to provide feedback. The Steering Committee studied the routes and provided comments to the project team, who then refined the bus routes based on the Steering Committee suggestions. (The Disposition of Comments is provided in Appendix D.) The recommended bus routes are presented in section 3.0 Recommendations.

28 3.0 RECOMMENDATIONS MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT RECOMMENDATIONS

3.0 RECOMMENDATIONS

Many studies have been completed that investigate and identify the need for bicycle, roadway, and, to a lesser extent, pedestrian facilities in the Oxford area and on campus. Most of these previous studies, however, do not give direction for improvements necessary to accommodate that need. Recognizing this, the Steering Committee requested that the project team develop specific project recommendations to be implemented as funding becomes available as well as broad- level recommendations to be used during construction of other campus projects. The following section outlines these recommendations.

3.1.1 NON-MOTORIZED (BICYCLE)

Bicycle travel on and to campus is not a prevalent form of transportation, but campus sustainability goals state a need to increase usage of alternative modes of transportation, emphasizing the desire to create a viable bicycle network. A great volume of input was received on proposed bicycle facilities from faculty, staff, students, and Oxford community members. Of particular importance is that, although views differed on the specific location and exact type of bicycle facility that would best serve the campus community, nearly all of the input received encouraged the creation of some type of bicycle facilities.

As the city and campus have a combined total of less than a mile of existing bicycle facilities, nearly all recommended bicycle improvements are new facilities. As confirmed by input received from the campus and city communities as well as numerous prior reports, the creation of a continuous bicycle network was considered by the project team to be paramount to successful adoption by the campus and surrounding community. With only random, disconnected facilities in place, transition from single-occupancy vehicular commuting to commuting by bicycle would face significant challenges, as it has in the past with this approach. With that in mind, the project team worked with the City of Oxford and University to develop a bicycle network with three main classifications of bicycle facilities that would serve the campus community and reach broader Oxford destinations.

31 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Class I Off-Street Bicycle Paths are facilities that are separated from vehicular traffic by a physical barrier (curb, curb lawn, etc). In locations where there are high volumes of pedestrians and bicycle traffic, the bicycle path is separated from the pedestrian path using a visual divider, often a row of bricks or prominent striping (Class IA). In locations where low volumes of pedestrian and bicycle traffic are anticipated,pedestrian and bicycle traffic share a widened pathway (Class IB). Both levels of off-street bicycle paths can also be used as emergency access routes (with additional clearance and lawn stabilization where required) and accommodate maintenance Gator vehicles that are no longer allowed on area roadways. Because the installation of Class I bicycle paths of any width can increase impervious surface area on campus, use of pervious concrete or asphalt and integration of alternative stormwater collection techniques should be considered, and projects should be coordinated with the stormwater master plan.

Class IA: off-street bicycle paths, high volume Class IB : off-street bicycle paths, low volume

Class II On-Street Bicycle Lanes are striped lanes designated for the sole use of bicycles on a roadway. They are marked with bicycle lane specific marking and signage. As budget and maintenance requirements allow, consideration should be given to providing alternate bicycle lane identification such as a colored surface treatment of the lane itself or brick installation adjacent to the lane striping, provided such treatment is high-contrast and meets engineering design standards.

Class II: on-street bicycle lanes

32 RECOMMENDATIONS

Class III Shared Use Roadways are roadways that have been specificallydesignated as bicycle-friendly roadways using appropriate signing (“Share the Road” and “Bicycle Route” signs) and sometimes markings (“Sharrows”), but without designated bicycle lanes. Shared use roadways often have insufficient width to stripe bicycle lanes but provide important links in the bicycle network. Although designating a roadway as a shared use facility provides riders with a preferred route in areas where other options may not be available, less experienced riders can be uncomfortable with “taking a lane” when traffic is present. Therefore, ideally the more heavily-travelled Class III facilities would be on-street bicycle lanes, but in some locations there is not enough roadway width for travel lanes and bicycle lanes (and parking, in some cases) as recommended by engineering standards. Some cities have successfully implemented narrower striped shoulders that are used as bicycle lanes in lieu of Class III facilities where there is insufficient width for a full-width bicycle lane.

Class III: shared use roadways

33 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Bicycle Master Plan required roadway widening in any area where the width The Bicycle Master Plan incorporates these three requirements can’t be met (such as the Ditmer driveway classifications of bicycle facilities to create a continuous intersection). Further study of the geometry and bicycle network, providing access to the highest demand characteristics of this roadway would be required prior to on- and off-campus destinations and housing areas. installation of bicycle lanes. Alternative routes are shown for some routes that may be more difficult to implement because of more restrictive In addition, future connections to the Oxford Area Trail physical barriers such as constrained right-of-way, higher System (OATS) regional trail, planned to travel through the traffic volumes, or unique existing configurations. University’s campus, should be studied once future details on the exact OATS connection locations are determined. Locust Street is a preferred route noted on the Bicycle Master Plan as having a shared use path in the future. All modifications to city roadways, including signing, Implementation of full width for this shared use path for striping, or removal of parking (notably on Spring Street) the entire length of Locust Street will most likely not be will require review and approval by City of Oxford staff. possible due to physical constraints. The project team felt this connection was critical as a part of the larger system, Bicycle ownership on campus varies greatly by students’ and recommends the development of the shared use academic year, residence location, and biking experience. path along Locust Street to the extent possible, despite In addition, 33% of the student body is from outside of potential narrow locations. Lynn Street, McGuffey Avenue, Ohio, with a growing international population, making and North College Avenue are shown as alternatives to bicycle ownership less likely, as transporting a bicycle locust. longer distances at points throughout the school year is difficult. Other campuses, such as Cornell and North High Street in uptown is an example of an alternative Carolina State University, have developed bicycle share route where bicycle lanes would be ideal, but and bicycle rental programs that allow free or low-cost implementing the concept would be challenging. rental by the hour, day, or semester to students and the Because of this, Church Street is shown as the primary campus community. Bicycle rental programs are also route and High Street is shown as an additional available to international students on a semester basis alternative. Potential High Street improvements and on a number of campuses. As such, other programs that cross-section are shown on page 36. In the long term, should be further studied for possible implementation on High Street improvements such as those shown would Miami University’s campus include bicycle share or rental, benefit the city and campus communities by providing bicycle maintenance clinics, and bicycle awareness and better access to all transportation modes. campus safety bicycle tours.

The project team and Steering Committee chose the routes shown on the Bicycle Master Plan (facing page) in an effort to create a continuous network that serves the most rider types possible, focusing on the average rider (inexperienced to experienced). There are a number of locations in the area where multiple other viable routes exist. As such, roadways that are not shown as part of the Bicycle Master Plan are not to be excluded from bicycle use.

The recreation fields east of campus beyond Four Mile Creek and the stables just to the west have been identified as a potential draw for campus bicyclists. If increased activity to the east of campus creates a demand for bicycle travel along State Route 73, there is the potential to add bicycle lanes along this section of roadway to accommodate the demand. As the roadway is an ODOT facility, minimum bicycle lane design standards apply for the entire length of the bicycle lanes, resulting in Example of bike share program

34 RECOMMENDATIONS

LEGEND

Off-Street Bike Path/Shared-Use Path (Class I)

On-Street Bike Lane (Class II)

Shared-Use Roadway (Class III)

Existing Bike Circulation

*Note: Dashed lines show alternative routes.

Bicycle Master Plan

35 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Parallel Parking Bicycle Lane Travel Lanes (asphalt)

Curb Bump- outs

Potential long-term High Street improvements

Potential long-term High Street cross-section

36 RECOMMENDATIONS

Bicycle Parking Providing bicycle parking on campus is essential to the successful implementation of the Bicycle Master Plan. Without appropriate bicycle parking facilities on campus, bicycle facilities put in place to bring people to campus will be underutilized, especially by more experienced riders who often hesitate to park more expensive bicycles in unsecured, unlit, or uncovered areas. The recommendation stated in the campus pattern language that bicycle parking should be provided at every residence hall and every academic building should be implemented with, at a minimum, standard outdoor bicycle racks on a hard surface near a main door. Indoor and/or covered bicycle racks should be installed wherever possible. Covered bicycle parking is recommended at residence Covered bicycle parking at North Carolina State University (proposed bicycle parking) halls and popular, centralized campus destinations such as the new Student Center. Parking garages provide ideal locations where indoor/covered parking can be provided easily without major modification. The North Campus Parking Garage, with its central location and high parking turnover rate, would be an ideal location for an indoor bicycle parking facility. Where possible, residence halls should have secure storage for bicycles inside to provide protection for bicycles on a day-to-day basis, as well as over winter months when out-of-town students cannot take their bicycles home for storage. Bicycle parking lockers for rental have garnered success on a number of other campuses and should be further considered.

Miami University bicycle parking at Shriver Center

Miami University bicycle parking near Morris Hall

37 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

3.1.2 NON-MOTORIZED (PEDESTRIAN)

Pedestrian facilities are the single most heavily utilized ‡ Identify barrier-free route network across campus. transportation facilities on college campuses, as nearly ‡ Align mid-block crossings to larger cross-campus everyone, staff and students alike, walk through a portion walks (not to individual building entrances). of campus on a daily, if not hourly, basis. As a result, the project team has placed considerable emphasis on ‡ Locate building entries and entry walks to major improving the connectivity, safety, and usability of the intersections and cross-campus walks, not just to the pedestrian network. Improvements and design principles sidewalk. for pedestrian facilities at their interface with vehicular ‡ Consolidate the number of sidewalks and crosswalks facilities as well as internal to campus are recommended to where pedestrians actually use them. below. ‡ Minimize the use of post and chain/pedestrian barriers to areas of actual safety concern. ‡ Can we let pedestrians walk where they want to … even if it means non-symmetry?

The following general design principles for pedestrian facilities were developed to provide examples of pedestrian-friendly design in various locations on campus. They should be used when designing new pedestrian facilities and when modifying existing pedestrian facilities.

Miami University example of pedestrian desire line

In response to gaps and conflict points in the pedestrian network described in section 2.0 Issues & Opportunities, the project team developed a “Pedestrian Bill of Rights” used to spur discussion within the Steering Committee on what aspects of a pedestrian network create the best functionality and safety. The Steering Committee generally agreed that, despite the fact that following some of these principles could create asymmetric or non-rectangular paths in particular locations on campus, catering to pedestrians where practical is critical for the Miami University example of pedestrian desire line safety and convenience of the campus community.

The Miami University “Pedestrian Bill of Rights”:

‡ Recognize larger cross-campus pedestrian flows and routes. ‡ Design routes and walks to accommodate cross- campus travel to destinations.

38 RECOMMENDATIONS

Pedestrian Design Principles:

1. Align Major Walks and Crossings 2. Orient Building Entrances to Major Walks ‡ Align crossings with sidewalks at intersections. ‡ Bring building entry walks to major crosswalks and intersections. ‡ Align intersections. ‡ Bring major and minor sidewalks in alignment Create mid-block crossings at major corridors ‡ with consolidated mid-block crossings . only. ‡ Orient new buildings entrances to major Provide accessible features at every crossing. ‡ pedestrian corridors and intersections. ‡ Orient ramps to crosswalks. ‡ Reduce number of crosswalks crossing one roadway in a particular area.

39 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

3. Ample Platooning at Intersections 4. Avoid Offset Corridors ‡ Provide ample “platooning” area at intersections ‡ When corridors on opposite sides of a street can’t for pedestrians. be aligned, use directional measures to guide ‡ Widen walks at intersections. pedestrian movements. ‡ Remove unnecessary clutter from corners.

40 RECOMMENDATIONS

5. Curb Extensions 6. Bus Stop Locations ‡ Create curb extensions to shorten the roadway ‡ Load and unload buses adjacent to intersections crossing for pedestrians and slow traffic when on- and mid-block crossings to put pedestrians street parking exists. where they want to be. ‡ Consolidate bus stops to locations where common crossings can be used. ‡ Explore locating crosswalks behind stops for greater pedestrian visibility.

In combination with traffic calming measures discussed in section 3.2 Vehicular and Emergency Access, following these principles will increase safety, reduce pedestrian cut-through, and increase pedestrian connectivity. The Pedestrian Master Plan incorporates the design principles discussed above and master-planned campus improvements to improve pedestrian connectivity and safety on campus, while respecting the existing symmetrical quad-based pedestrian language to the extent possible.

41 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

LEGEND

Existing Routes

Proposed Routes

New/Modified Crosswalks

Pedestrian Master Plan

42 RECOMMENDATIONS

The project team also studied the following locations in detail, providing recommendations for removing and consolidating crosswalks in the locations shown to improve safety for each area.

N

Spring Street crosswalks

N

High Street crosswalks

N

Remove walk and crosswalk

Patterson Avenue crosswalks

43 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

A public awareness campaign on the dangers of texting while crossing busy streets could reduce scenes like these found on Miami University’s campus during one project team visit.

3.2 VEHICULAR & EMERGENCY ACCESS Although the project charge was to address primarily non- motorized transportation modes, the project team felt it was necessary to consider vehicular transportation modes in particular locations in order to improve pedestrian safety and provide a truly integrated Circulation Master Plan. The following are particular roadway treatments recommended for the University’s campus.

Traffic Calming Traffic calming measures are physical features implemented at problem locations to control traffic speed and encourage driving behavior appropriate to the environment.

‡ Patterson Avenue/US 27 has a 45 mile per hour speed limit until it is adjacent to campus where it changes to a 35 mile per hour speed limit. Anecdotal evidence shows that vehicles are often travelling faster than 35 miles per hour when approaching campus crosswalks. Installation of pedestrian refuge islands at crosswalks with an intermittent raised median between Chestnut Examples of pedestrian refuge islands and median traffic calming measures Street and Spring Street is recommended. Patterson Avenue is a state route, and therefore ODOT approval, in addition to City of Oxford approval, will be required for any roadway configuration changes.

44 RECOMMENDATIONS

‡ A south campus gateway should be installed near currently a truck route and state highway, less invasive the intersection of Chestnut Street and Patterson traffic calming treatments such as painted medians Avenue. Gateways calm traffic by providing a visual with “yield to pedestrian in crosswalk” paddles are signal of a change in pedestrian environment, and are recommended at crosswalks. These signs provide particularly useful for this at campus edges. highly visual objects within the roadway and the driver’s primary line of sight. They alert drivers of the potential for pedestrians crossing the road, as well as provide a physical obstacle that discourages the use of the two-way-left-turn lane as a passing lane when buses are stopped in the through lane. Reduction of the speed limit to 25 miles per hour should also be further studied, as there is potential for the University and City of Oxford joining forces to petition ODOT to reduce the speed limit on High Street and Patterson Avenue through campus.

Example of campus gateway in median

‡ Spring Street speeds are generally within the 25 mile per hour speed limit (according to anecdotal evidence) through campus, but driver behavior is often not appropriate for the heavily-travelled pedestrian environment. A speed table with special intersection paving and curb bump-outs is recommended at the intersection of Maple Street and Spring Street as part of the new Student Center construction. Conversion of this intersection to an all-way stop is an additional recommendation that should be further studied. Example of a painted median with “yield paddles”

Naked Streets Naked streets are streets with no signs, traffic markings, curbs, etc., and are often paved in materials similar to those of a sidewalk or pedestrian environment.

On naked streets, pedestrians, bicycles, and vehicles share the roadway equally. Naked streets have been successful in areas of low traffic volume in reducing vehicular speeds and encouraging drivers to pay more attention to the Example of a speed table at a campus intersection pedestrian environment. ‡ Conversion of Irvin Drive and Bishop Circle to naked ‡ High Street through campus has a speed limit of streets and limiting access to only emergency 35 miles per hour and, like Spring Street, driver vehicles, service vehicles/buses, those vehicles behavior does not always reflect the heavily-travelled needing ADA access to adjacent buildings, and pedestrian environment. In addition, High Street bicycle and pedestrian usage is recommended in is the main east-west connection through the City order to enhance the pedestrian core of campus and of Oxford, bringing heavy local and through traffic increase connectivity. through the core of campus. Because High Street is

45 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

‡ Conversion of the King Library/Spring Street Green Streets connector to a naked street, limiting access to only Green streets are designed to reduce stormwater runoff, emergency vehicles, deliveries, bicycle and pedestrian bring natural elements into streets, and improve access usage is recommended. Additionally, full closure for pedestrians and bicyclists. Many cities and campuses of the roadway segment between the King Cafe are designing green streets to meet sustainability goals, and Bishop Hall delivery areas is recommended to reduce runoff, and enhance user experience. accommodate the proposed diagonal walk from McGuffey Hall into the core of campus. ‡ Green street measures such as stormwater collection facilities or pervious pavers could be implemented on the naked streets discussed above, on Western Campus roadways, or on nearly any campus roadway.

Additional Roadway Improvements ‡ Modification of traffic operations on Center Drive (currently one-way eastbound) is recommended to accommodate westbound bus travel on the recommended Residence Hall Loop Route. Options are: (1) remove parking and convert to two-way street, or (2) reverse direction of one-way flow. Option 1 provides better system flexibility. The curb- to-curb distance is approximately 26 feet, which could accommodate either option without adjusting the roadway edges.

‡ The bollard and raised concrete island in the Billings- McFarland driveway should be removed to better facilitate bus access.

‡ Removal of parallel parking along Western Drive (as shown in section 3.3 Parking) is recommended to allow two-way traffic extending to just north (or south, if width allows) of Peabody Hall. Conversion Examples of naked streets on campuses to two-way traffic to Peabody Hall allows for greater flexibility in transit routing and turnaround and Complete Streets accommodates bicycle traffic on Western Drive Complete streets are roadways designed and operated to northbound from Peabody Hall. enable safe, attractive, and comfortable access and travel for all users. Roadway uses that benefit from complete ‡ Additionally, minor modifications to the High Street/ streets include: passenger vehicles, bus transit, bicycles, Patterson Avenue and High Street/Tallawanda Street pedestrians, and disabled persons. Complete streets intersections that have the potential to improve respond to their community context, and are actually pedestrian convenience and connectivity should be required by some agencies. studied to determine their impact on intersection operations: ‡ Traffic calming treatments listed above for Spring Street and High Street, along with sidewalk widening » Include pedestrian recall and all-red pedestrian and the addition of bicycle lanes or paths would phase during class hours. make Spring Street and High Street safer and more » Implement minor geometry modifications attractive for all users. Additional complete street including removal of or modifications to turn treatments in locations other than those discussed lanes. above, such as High Street in uptown or Spring Street » Close north entrance to West Cook Parking Lot. west of campus, should be implemented when the opportunity arises.

46 RECOMMENDATIONS

‡ The Spring Street/Patterson Avenue/State Route 73 intersection operates poorly. Its offset tee configuration creates additional vehicular and pedestrian conflict points, produces queues that block the adjacent legs of the offset tee, and increases pedestrian and motorist tendency to travel through the intersection on a yellow or red light. Intersection operations often result in gridlock generated by both bicycle and pedestrian queues. The existing configuration is not pedestrian-friendly and does not adequately accommodate car and truck traffic. Signalize as one intersection Further study and coordination with ODOT of (Recommended as preliminary solution) potential pedestrian treatments and intersection improvements is recommended.

A number of improvements to the Spring Street/ Patterson Avenue/State Route 73 intersection varying in complexity of implementation and effectiveness are possible, including:

» Recommended with all solutions: Pedestrian recall and countdown timers for pedestrian phase » Recommended as preliminary solution: Signalize full offset tee as one intersection. » Recommended as long-term solution: Remove Bachelor Hall and realign Spring Street through building footprint. Realign intersection to be four-way (no Bachelor Hall removal) » Study for effect on intersection operation: All-red pedestrian phase. » Realign intersection to be a four-way intersection without removal of Bachelor Hall. » Install roundabout at intersection.

Emergency Access Due to recent acquisition of larger fire trucks, the University Fire Department has increased its requirements for emergency access path width and number of access Install roundabout locations. Although facility modification for all necessary emergency access routes is outside of the scope of this project, the project team has attempted to provide adequate width for the new fire trucks in locations where sidewalk or roadway improvements are already being recommended in other portions of the Circulation Master Plan. A minimum width of 20 feet is required to accommodate the new equipment. This width can be accommodated with all pavement or a minimum of 10 feet of reinforced hard surface and 10 feet of geotextile grid reinforced lawn. Due to the extent of the requested fire access route modifications and additions, further research on a per project design basis will need to occur. Realign intersection to be four-way (with Bachelor Hall removal) (Recommended as long-term solution)

47 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

3.3 PARKING

Parking on Miami University’s campus is currently utilized Total Parking Spaces on Count Day: 8,177 63% during the peak parking period, as discussed in Total Parking Spaces Utilized in Peak Hour: 5,151 (63%) section 2.3 Parking. As illustrated by this overall campus parking utilization percentage, the addition of the Campus Total Parking Spaces Available in Peak Hour: 3,026 Avenue Garage and North Campus Garage increased the Total Parking Spaces Removed Due to Proposed overall number of parking spaces on campus beyond total demand. To accommodate improved pedestrian, Housing and Circulation Master Plans: 593 bicycle, and transit facilities and to aid in balancing Total New Spaces Added: 106 parking demand with supply, modifications to parking in Total Net Reduction: 487 a number of locations is recommended. Parking Ratio without Replacing 487 Spaces: 2.41 to 1 In addition to the spaces already added with the construction of the Campus Avenue Garage and North The recommended net reduction in parking spaces can Campus Garage, modifications to campus parking due easily be accommodated by the existing parking supply to master-planned improvements and Circulation Master creating a parking ratio of 2.41 people to one parking Plan recommendations include: spot, which is lower than the national average of 2.8 and lower than that of many comparable universities such as ‡ Removal of parking along Spring Street to accommodate Cornell (2.5) and University of North Carolina (2.7). This bicycle lanes on each side of the street. parking reduction should be considered a continuation of ‡ Modification of parking lots in the Campus Avenue “right sizing” the additional capacity that was created as Building area to accommodate an axial walkway from a result of the construction of the two parking decks on the Recreational Sports Center to King Library. campus. ‡ Removal of lots adjacent to Gaskill, Robertson, and Rowan Halls as part of construction of the new Student As the parking utilization rates, shown by study data, Center. and turnover rates, shown by staff-collected data and ‡ Removal of two lots in the Center for the Performing anecdotal evidence, are higher in the core of campus, Arts quad resulting from future dining and residence hall policy changes should be implemented to encourage construction, and addition of spaces to one lot. students to utilize alternative forms of transportation to ‡ Removal of parallel parking along Bishop Circle and Laws campus or, at the least, while on campus. Policies such as Drive to allow for restricted access naked street concept providing a special free or reduced-cost temporary permit and emphasis as a major bicycle and pedestrian corridor. that allows for a limited number of days (possibly 10 days ‡ Reconfiguration of lots in the Withrow Court area to per semester) of close proximity parking for students, create cleaner, more standard configuration of the faculty or staff who don’t purchase a standard permit, Withrow Court roadway and enhance pedestrian and preferential parking for carpools and low-emissions facilities. vehicles have been successfully implemented on other campuses. ‡ Addition of parallel parking spaces along Withrow Court to reduce number of spaces removed in Withrow Court Lot reconfiguration and calm traffic along Withrow Specific lots that should be considered for policy changes Court. include the North Campus Garage, the Campus Avenue Garage, the West Millett and Ditmer Field Park-and- ‡ Removal of a limited number of spaces at the north end of the West Cook Lot to allow for closure of the northern Ride Lots, the South Cook Lot and the Heritage Lots. access to this parking lot. Modifications to permit colors in the South Cook and Heritage lots should be explored in order to create better ‡ Reconfiguration of Bachelor Lot to accommodate new utilization of those lots. Implementation of policies pedestrian pathway and accommodate spaces lost in encouraging commuter parking in the Campus Avenue Western Campus master-planned improvements. Garage and subsequent transit usage would be ideal ‡ Reconfiguration of Patterson Place Lot to accommodate because of the garage’s low utilization and its proximity to bicycle and pedestrian improvements. US 27 South, which serves a high percentage of commuter ‡ Removal of parallel parking along Western Drive to trips. allow for two-way traffic extension to near Peabody Hall, including two-way transit traffic.

48 RECOMMENDATIONS

LEGEND Spaces Removed

Spaces Added

Redistributed Spaces

Parking Recommendations

49 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

3.4 TRANSIT

The purpose of the revisions to the Miami Metro transit Bus Route Distances system is to better serve the Miami University community Miami University would like to maintain the current and to increase ridership. To do this, the routes focused on operational levels in terms of commitment of resources. serving the three target markets listed below. Conceptual As such, it is important to consider bus route travel bus routes were developed to address the needs of these distances, along with headways, in assessing the groups based on surveys, personal interviews, markets, allocation of resources. The approximate distances of population densities, and desired destinations. The three the current and recommended bus routes are presented target markets include: below. The recommended bus routes cover more total miles than the current routes due to the addition of the 1. Students who need mobility (locally) and do not need Walmart Flyer and the Westside Express routes. Without to utilize parking areas. those two routes, the resulting total mileage for the 2. Commuters (faculty, staff, off-campus students) who recommended routes is slightly less than the current bus park in the remote lots and parking structures and routes. need rides in. 3. Choice riders, those who drive now, but could take Current Bus Routes Estimated Distance the bus if the service meets their needs. Blue Route 5.3 mi Green Route 3.8 mi Recommended Bus Routes Orange Route 4.7 mi Purple Express 1 2.7 mi The routes listed below were developed based on the Purple Express 2 2.7 mi criteria identified above and refined based on feedback Red Route 3.7 mi from the Steering Committee. The recommended bus Yellow Route 4.8 mi routes are described and illustrated on the subsequent Total Current Travel Distance pages in this section. (sum of all routes) 27.7 mi ‡ Core to Core ‡ Residence Hall Loop with Walmart Flyer ‡ North Loop ‡ North-South Core Recommended Bus Routes Estimated Distance ‡ Park-and-Ride Express Core to Core 2.9 mi ‡ Sprint Street Connector Residence Hall Loop 3.8 mi ‡ Tollgate Loop and Westside Express -Walmart Flyer (extension spur only) 5.5 mi ‡ Western Express North Loop 3.6 mi North-South Core 2.9 mi The intent of the bus routes is to serve the identified Spring Street Connector 3.5 mi markets in an efficient and effective manner. Shorter Tollgate Loop 4.2 mi routes were preferred over longer routes to reduce overall Westside Express 6.6 mi travel times. Additionally, loop routes were generally Park-and-Ride Express 3.9 mi preferred to out and back link connections because of the Western Express 2.6 mi expanded pedestrian capture area. A basis of ¼ mile was Total Recommended Travel Distance used as an acceptable pedestrian walking distance to get to a bus, which is shown as the approximate bus route (sum of all routes) 39.5 mi capture area. Recommended station locations are based Travel Distance Without on the ¼ mile walking distance, as well as an effort to Walmart Flyer and Westside Express 27.4 mi maintain use of as many existing bus stops as possible.

50 RECOMMENDATIONS

Proposed Bus Stop Locations provided by the Miami University staff. The sample data indicates that the bus stops with the most boardings are The proposed bus stops are shown on the combined located near the major university buildings and at the route map following the route descriptions. The stop campus Park-and-Ride Lots, as well as at central retail locations are proposed in places that serve the routes and high-density residential nodes off campus. The and desired destinations and where they integrate well bus stops with the fewest boardings are those that fall with the Pedestrian Circulation Plan. For example, if a between major university buildings, high-density retail/ bus stop is located near a crosswalk, it should be placed residential nodes, and major road intersections. This so that the bus stops beyond the crosswalk, requiring the information validates the premise of this effort to focus on pedestrian to cross behind the bus. This will enhance the providing bus service and locating stops adjacent to major visibility of pedestrians to drivers behind the buses, an university buildings and in areas of high density. Note important consideration since vehicles are permitted to that a ridership survey would be required to determine pass stopped Miami Metro buses. peak hourly use and to assess origination/destination patterns. The data also points out that a very large The proposed bus stop locations should be verified in number of riders sit on the buses through layovers at the the field to ensure optimal placement of the stops and Shriver Center. This is not an effective use of their time avoidance of conflicts with existing elements in the area and likely discourages some potential riders from taking such as utilities, trees and other physical features. Some the bus. Restructuring the routes to use a system that existing bus stops will better serve the new routes if they does not have extended dwell times at specific locations are shifted, as feasible. For example, student feedback may result in increased ridership. indicated a preference for the stop by the King Library to be located as close to the doors as possible. Hours of Operation Transit waiting environment improvements may Suggested periods of operation are shown in the table be required at the proposed bus stop locations below. Specific hours of operation should be developed to accommodate the riders, such as provision of in collaboration with University staff based on University sidewalks and paved waiting areas, benches, shelters, class schedules and hours of operations, and with an route information, wayfinding, etc. Pleasant and understanding of current service hours and ridership, accommodating transit waiting environments with good and desired levels of service. The periods and hours of information will attract more riders than bus stops with operation should be validated after the three-month bare minimum facilities, like a sidewalk with a sign. transit system performance test (or after one semester) with evaluation of ridership data and possibly rider The project team reviewed a representative sample surveys. A three-month trial period would allow sufficient of boarding information for the current bus routes, as time to notify potential riders of the new bus routes and to allow the riders to change their bus riding habits.

Recommended Bus Routes ĂLJƟŵĞ Evening Weekend Core to Core x  oo Residence Hall Loop x  x  x  -Walmart Flyer x  North Loop x  oo North-South Core oo o Park-and-Ride Express o Spring Street Connector o x  x  Tollgate Loop x  x  x  Westside Express o Western Express x  x  x  ͻ Priority route oDesired route but not as high priority

51 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Roadway Improvements Bus Route Timed Runs Performance of the bus routes, along with pedestrian It is important that Miami Metro conduct timed runs access and safety, would be enhanced with the following using their buses and pausing at the bus stop locations to modifications to the roadway network. It may be effectively simulate the time it will take to complete the desirable to perform traffic studies to support these route. This information should then be used to determine changes. resource allocation with respect to the numbers of buses that will be assigned to each route for the various hours of ‡ Improve operational efficiency at Patterson Avenue operation and the approximate headways between buses. (US 27)/Spring Street/State Route 73 intersection. Note that if bus headways are 15 minutes or less, it is not ‡ Convert Spring Street/Maple Avenue to an all-way necessary to post arrival/departure times because the wait stop intersection. This will have the added benefit for a bus will not be long or perceived as inconvenient. If of enhancing operational safety for pedestrians and the waits are longer, specific departure times should be improving access for vehicles travelling to and from developed. Once the new routes have been implemented, Maple Avenue. they should be allowed to run for approximately three ‡ Modify traffic operations on Center Drive (currently months. Then they should be evaluated for ridership one-way eastbound) to accommodate westbound and to determine if route adjustments (i.e., route path, buses. Options are: (1) remove parking and convert direction of travel, hours of operation) should be adjusted. to two-way street, or (2) reverse direction of one-way flow. Option 1 provides better system flexibility. The Miami University and Miami Metro staff conducted timed curb-to-curb width is approximately 26 feet, which runs of the proposed routes using Miami Metro buses with could accommodate either option without adjusting stops at the proposed bus stop locations. The timed runs the roadway edges. This conversion should be were conducted in July 2011, so the student/pedestrian coordinated with the parking and bikeway elements population was significantly less than during the academic of the plan. year. However, the travel times shown may be used as a ‡ Remove the bollard and raised concrete island in the relative comparison between the routes. Billings-McFarland driveway to facilitate bus access.

Prioritization of Routes Proposed Bus Routes Travel Time Estimate (min.) The routes are divided into three levels of prioritization (A, Core to Core 18:00 B, C) with A being the highest priority. The prioritization Residence Hall Loop 22:00 of the routes is based on how each route accommodates -Walmart Flyer route not tested the purpose of Miami Metro’s bus service, the perceived level of need for the potential riders, and the potential for North Loop 20:00 ridership based on land uses, population densities served, and need. The prioritization levels should be reviewed North-South Core route not tested by the Steering Committee and adjusted as appropriate. They should then be used to assist with allocation of Park-and-Ride Express resources. -Millett to Ditmer 19:00 -Ditmer to Millett 21:00

Recommended Bus Routes Level Spring Street Connector 19:00 Core to Core A Residence Hall Loop A Tollgate Loop 23:00 -Walmart Flyer B North Loop B Westside Express route not tested North-South Core C Park-and-Ride Express A Western Express route not tested Spring Street Connector B Tollgate Loop A Note: Travel time estimates are based on timed runs Westside Express C conducted using Miami Metro buses, with stops at the Western Express A originally proposed bus stop locations.

52 RECOMMENDATIONS

Bus Route Illustrations A map showing all of the bus routes as they relate to each other is shown below. Each bus route individually is illustrated on the following pages.

 Legend Route_Name Bus Stops Core to Core Route  Existing Bus Stops Residence Hall Loop Route  New Bus Stops Walmart Express Route North Loop Route

AY W Optional Extension

'S H G North-South Core Route A E R JA PNR Express - Millett to Ditmer Route

C N N OB D L M L R

N

IC R

E H L PNR Express - Ditmer to Millett Route R U CO E U D E R N I L N O L O T M E A F R R A N I D Spring Connector Route I D L U C Y E D O M M R R C M Y I H

A R L M R Tollgate Loop Route U I N E E

B M L T F F H K S D P R M E E J Westside Express Route R A IC P H H EL Y DR ELL Western Express Route J L K U E D D L Y R G R D AI C T R O I L L D LE M R

R A D I G D Y

R E M A E

C N T O W A EWOOD CIR S L W AVANNAH DR R K G P

N O D N P  R E

R

A ST R R A D

B

B

E P N D T IK W R W U N

O E E S M E

E A L L B G H V

D E N N

I A VA E E O

N S E F B W R R A W SYCAMORE S T PU P R O M E SYCAMORE S  M T R R  AM  D D R H C D I T K LL D S E T N  E O O

P H R O R W EKSIDE LN VINE ST C CRE C T D W E VINE DR J S ST E L K A EE

T T

L C T N A B ST

D Q S S E

O S

O O U R

N R

V

P N N T E U

I  A A

N A L T

K S O C I I L N A E S WITHROW D ST N P H E O P

M  N L S D O

M O I

A

N R S L  B N P

W E E  R C W R CHU N RC A REDB R H ST E UD T N D E CH L URCH ST T

VICKI ANDA C L T T

R

A

A

C E ONTR T ERAS P N RD 

H L W HI GH S N D T S EVONS I HIRE DR A E H IGH ST F

 R D  

D JO N N SEPH DR  

A

T S  E  P  R  S W V WALN T UT  TIMO ST W  THY E WALN D LN A UT ST 

S VEREKER DR N  A R E VER N L EK N OP C ER DR I H IR M FA S D IR G FIEL Y D RD V I L

L

D B R R E I  U  W COLLIN I N S ST E R E C FAIRFIELD R S OLLINS ST R D  I H O

D  S FOX RUN CIR N T F I R

N S S S

O  T W S CI PRIN G ST R TRENTON OXFORD R R S D  A T  D K E  L SPRING ST R K K C 

I  E E  T   A E OP

B  E R TO Y R D C LLGATE DR P E L V C E E  

R VE A R N B H N E R A IDDE TRA IL CI S  U A E V W N E BI STERN COL N E L A E L G C O WOOSTER  L PL  E E G S H SO

R R M E  D U D E  U E L R

P

ER V R R WELLS MILLDR L N

A T A M  O T S DR T D L O A Y L C  C D A

R T T C G E WOODS P HUNTER DR W S S F N FO S XFIRE D S S F R O E L R IN T T DEN D

N R T

O U I D S S

S D D  A G

U

E

S  K N M C CENT  OG C E R DR L I W D BRILL DR T  A M P O S R R

S H O L  A TERN RIDGE IT E N R A M L RD E K DR S OA A

BR L OOKVIEW CT T

BRO P OKVIEW CT S W    O  

H R  I P N I C PL UM N UM ST C ED T GEHILL DR S U D E H A D ARRIS DR E I DG R R N IL RI E A B G QU E MORE DR

D V D G S A B W CHESTN RROD LN R UT S O T R  R

R L  O N A L D D D E C LLE R RUCE C HESTNUT S O KVI SP     T BROO R

N K  PAMELA DR R D  LY H

I

R E

 R

K MELIS A SA DR M

53 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Overall On-Campus Route Map

APPLEWOOD CIR

Y R 

A

D

D W

E

R T Legend K

A

N N

G D A

T

R B

OW S Route_Name Bus Stops

N W

E R

T U E

B

W

S S B Core to Core Route Existing Bus Stops

E N G

E 

L HO N MESTEAD E AVE V I

O A N W Residence Hall Route

N C D New Bus Stops R  N R

I ON

NL L MO S Walmart Express Route E AM

H R W S D

YCAMORE ST N E T E SYCAMOR W O North Loop Route  E T ST B  O

 A

B P  N Optional Extension WOODRUFF CT WILLOW LN  North-South Core Route C O L L E PNR Express - Millett to Ditmer Route G E W VINE ST CO E E VINE ST V PNR Express - Ditmer to Millett Route R A NE T Y E

S R T T I V J R I Spring Connector Route A T S C T A C P S

S

S Q I T E E  R K M

W U U S

E T W L V G E E WITHROW S R T D O C Tollgate Loop Route A S L E E V A

N

I I R I E D N O L L

S

H N N E L T V A L

A P

U

D C  C U E WITHR EA O W A O M S T D N R O Westside Express Route P E E WITHR N C O M N W TI P ST N E M 

A R O

N B A N

A S W Western Express Route C

N

 R M  A

N L E

L W CHURCH ST T

A T

T

A

R E CHURCH ST P

VICKI ANDA CT D

N

T  R S PL WPARK PL E

H CONTRE P RAS RD K E

S

O I

R

F W HI H GH ST A

S

P N  I E  HIGH ST B    JOSEPH DR  

T   R

S D   T  M W W ALNUT S S ST R L E WALNU  T ST W D E N

A

N

S N L

I VEREKER DR Y L

RV  I W CO R LLIN D S ST W CO LLINS ST R

E COLLINS ST E U T MCGUF FE H N Y FAIR S FIELD RD D S I I O R H

F N BISHOP CIR C R

S

E  S D

T E

T

R

B W S  SPRING ST E TRENTON OXF S O L RD RD  R E SPRING S L  A T

U

L

 N

 C P L    O

R 

P

E

S  H  TOLLGATE DR T A 

E

E

H E

V

V WES A TER  A  N COLLEGE DR  N E WOOSTER P L O  S

EG 

R

L

E

L

T

O WELLS T M C E ILL DR T A

V S

P

S A BERN ST 

R S

Y LIN  NWOOD L A T N

E

L

F C

P

F

O N T

U FOXF IR P E E DR S G LINDEN D DR S

N

C

I G 

T T

A M

O

S S  M  

E K

S

 L A CENTER DR

P BRILL DR E ROSE A O  E APARTMENTS VE R MA

E A T

V U S

A

Q

R

S

S

A

U W CENTRAL AVE L

D

P BROOKVIEW CT P

R

 M  O O A   P  T

T

F

C 

S

S S

X

S

T O H

S C PLUM ST

U E R ED I GEHILL DR

E C

C B HARRIS DR

R LO

S

E S ARDMORE V DR

O GA L W CHESTNUT ST RROD LN

C 

D    R

R E CHESTNUT ST H  E  K

54 RECOMMENDATIONS

Core to Core The Core to Core route provides access and mobility between the Miami University campus core and the core of uptown Oxford. This route was adjusted from the original proposal, extending the north end to Lynn Avenue and the south end to encompass Cook Field and Farmer School of Business. Given the functionality of this route, it would be beneficial to run this route during daytime/business hours, as well as evenings and weekends.

E SYCAMORE ST

WOODRUFFCT WILLOW LN

C OL L E W VINE ST G E C E VINE ST O

T R E

S E N V R

T I J E V T A A

R S C T

A C S Y

P S Q T E T

U E

M I I W U K W WI S T L G T H R V E C ROW E ST S O L D A E E S A

N O I R D N I R L L

E L

S E E N H A A T L P

V

A

D U V E N C E I W C O IT M HROW R O ST D A

P

I E M N C E W P ITHROW N S N T N T E M

U

A

N R O N B A

A S

W C

N

M A R

N

L

E

L W CHURCH ST T A

T

T

A

P

E CHUR R VIC CH ST KI A N NDA CT D

R T

E PL WPARK PL S CONT K H RERAS P RD E

R S

I O

D A

F W HIG H H P R ST

C S

N  I

K  E HIGH ST B C I  D  JOSEPH DR 

T

R

S 

D

T

M W WALNUT S S S T

L E W R ALNUT W E ST D N

A

N S

L N

I VEREKE Y L R DR V

R

I

W CO R LLINS D ST W COL LINS ST R

E COLLINS ST E U MCG UFFE H FAIR N Y FIELD RD D S I I O R F N BISHOP CIR

S R S

D T

T R

S  W SPRING ST E TRENTON L OXFORD RD

R E SPRING ST L A

U

 L

C

P N

L  O 

P

R

E S B 

H

TOLLGATE DR T

A

E

E H

E V WE V STER A N COLLEGE DR

A

N E WOOSTER PL

G

SO

E

L

ER L

T

O

T

WELLS C MILL DR A

T E

P

S

S V B A ERN ST S

R

Y LIN NWOOD LN A

T E L

F

C P

F

O

N

U

F P R OXFI E RE DR

G

D D LINDEN DR S

C

N G

I

M

T T

O

R

S S

E

K E

L W ROSE AVE A CENTER DR

P BRILL O DR A PART T E ROSE AVE A ME S E NTS M

R E N

T

I A V

S

A

A U

M R

Q S

A

S S U Core to Core W CENTRAL AVE L

P BROOKVIEW CT D

M

R B OP ROOK A VI P EW CT O

T C

T F

S

S

S X

S

O T H Core to Core Route

C PLUM ST

E R EDGEHILL I DR

E CUS

C

B O HARRIS DR

L

R S

E T S ARD 1/4 mile walk (capture area) S M V ORE DR

R

O

M D L GARRO W CHESTNUT ST L D LN

C N E

S A

TO

R

S

R  New Bus Stops R

E

D L O E CHEST D NUT ST

R N WH R

R

A

D

LY R H

PAMELA DR E H C R

RI

A E

A

A D  K Existing Bus Stops

D M m D E

R C

55 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

North Loop The North Loop connects off-campus housing areas to the north and west of the University with the campus core. This route was adjusted from the originally recommended route, with the Brown Road turnaround moved from the Hawk’s Landing entrance drive to the University property across from Kelly Drive. This adjustment will require construction of a second driveway access into the existing parking lot to facilitate bus turnaround. Until modification to the parking lot can be made, the route could left turn from Sycamore Street (westbound) to College Avenue (southbound). The extension to the north on College Avenue would be added when the bus turn can be accommodated in the parking lot. This route should be run during daytime/business hours, with possible extension into evenings and weekends, if it is supported by ridership and/or additional survey data.

R Y D OVE KELL C C I R  N A I D IN N O R

L T H

R R T

I I D D

M G R E A D MIAM S I T R N I UNIVERSITY A DI M U APPLEWOOD CIR W M

O A Y C

R C  A E

B S

W S R

 K D

N

A D

B R

W N

E

T U

B

S S

E

N G

E HO E N MESTEAD AVE I V

W

OL

N A

C R N D

L N R

I O ON

L

N M S

E AM H R W C D

SYCAMORE ST N E T E SYCAM W O  OR T E ST B  O

 A

B P  N WOODRUFF CT WILLOW LN

C W VINE ST

O E L L E VINE ST V E A

G T

Y

E

E S

T

V C I

T

T

O A S

S

S

R T

E E R

MST

N U

S

W T E V W G E ITHROW ST R C D

A EL S V R E A

N

I

R O E

L P L S

N H N L

AI L I V P K A U C U E WITHR O O E M W ST A N D O

P E E WITHRO C

P W N N ST

N E M 

A O

N B N A

S

W

C

N

R  A

N

L E

L W CHURCH ST T

A T

T

A

E CHURCH ST P R

D

N

T  R PL WPARK PL E

H K PS E

CONTRERAS RD S

O I R

F W HIGH ST A H

P S

N I

E HIGH ST B  

T

R

S  D

T

M W W ALNUT S S ST

R L

E WAL W E NUT S D N T T

A

N S

S N L

I

Y

R

L V

A

R

I

L

T 

R W P

CO S

L D LINS O

S W COLLI H T NSST P R

C

E S ECOLL U E INS ST MCGU FFE H

N E Y D S I FAIR I B FI O R E BIS F L N S HOP CIR

D R

S R S D D T W SPR R ING E ST TRENTON OXFO L RD RD North Loop E SPRING ST L

VE

U E

N

C V

L E A

A T  

S R

N

EG

E

T O L B  North Loop Route H

S S

L

T

U R

O

A

E C

C

E

T

O

S H

T

L

A

S P WESTER 1/4 mile walk (capture area) WOOS S N TER PL C

T O

VE L S

A L

T E

N

T I S G

S

S A WELL U E S M T ILL DR E Optional Extension

P

M K D

L S

A R

P S

R

AM O LINN A WO A OD LN C T M

L

C S

P

O N FOXF  New Bus Stop IR P E E DR LINDEN D R S

OGD

W ROSE AVE CENTER DR  Existing Bus Stop EROSE AVE m

56 RECOMMENDATIONS

North-South Core The North-South Core provides bus service that traverses the campus core and reaches the off-campus housing areas to the north and south of the University property. Bus service and pedestrian safety would be enhanced with the conversion of the Spring Street/Maple Avenue intersection to an all-way stop. Although the route is shown operating in one direction, it could easily operate in either direction, given the lack of physical constraints. The North-South Core route is somewhat redundant because it is covered by other recommended routes. As such, it provides for operational flexibility if resources are constrained and the level of bus service needs to be reduced.

M N O J IC U G R H L T D E A R H Y LL IL R D T I D I DG R E C R D DR O M E Y

L D R A R A

R L I WO CIR E O N D E D W G M L

W E E P K

T

O P C N

A

O A R D A

R G B R B

N T

E N W D R S R U E E P S M

B IK W A E G HOMESTEAD E AVE E NH IN N O N W B

R NL

E

O E W SY V C D AMORE ST M E SYCAMORE A ST W

Y

T O H I IL B LT S OP R

T WILLO W LN E 

R S

V

D I

H

N

W VIN C EST U E DR T VINE ST

R S K BEE I J

E A T A C C T N

V S

T

O Q T S

A D

U S MST W S U R E

N E R L S I W W A O L I V C T HRO N W ST P I E I P U N L A D T O A O E A E WI P THRO P W ST D A C N L

 N D H E WI I M THRO M N O W E R ST

S O T N

A I A P  M N

S

R

B C

W

N

R A

A

N W CHURC E M H ST L

T

R E CH L URCH ST T

D

A

VICKI ANDA CT A

T

P R

PL W E C N D ONTRER AS RD K H

N

R

R S

L W HIGH ST I A

S

F

A

P E E HIGH ST D

N

M N JOSEPH DR  A

R

JA

P

D T W  WA S L R S NUT ST

T E WA LNUT ST D W

N VEREKER S DR A

N N VER I EKER DR L HOP CIR

M Y S V I

L R L B

R

E I D

S W COLLINS R U ST E N COLLINS S E FAIRFIE T MCGUFFE LD RD I H O Y S D R N R I D F S T S

R T W S SPRING ST E TRENTON N OXFO R RD L RD L E SPRIN A G ST

L

R

E CUL

OP

H

P TOLLGATE DR T A  A

S

E

VE R 

VE H

A D WESTER N N COLLEGE D H E A WOOSTER PL  R

C

SO

N EG

L E E

E

ER M L R

V WELLS MILL T DR O E F @ R T

C BERN ST A A OS DR YA T L L INN P L S WO G E OD LN D C

F S

E

T

W F N F V OXFIRE S U D O E R LINDEN D R A

O N G D T

I S T D R C S G A U S S D

M O P

M E

K D N C EN L I TER M DR A R S

BRILL D P R R A

O

T A

E

C

S

M

S

R

W CENT A RAL AVE L BROOKVIEW CT

P

T

T

O

S

S  P 

H

T

S

C EDG S PLUM ST EHILL E DR U

E HARRI C S DR B MORE DR S D

SLO G W CHESTNUT ST R ARROD LN North-South Core

A D R EC D HES N N TNUT S

DR T L R

U

N T

R P R R AMELA DR  U North-South Core Route

D

LY H N E

NS

R

RI T I K A

L A

A S

L R D E M R O E O H

C C N C ME W L M 1/4 mile walk (capture area) LIS R I SA D H O L R E L A O V

V I D L L L D I E R S ME O LIN R  D X New Bus Stops A D R R D I F C O A MAX INE DR N R N R D

A O R D C A D  Existing Bus Stops DAV ID DR SANDRA DR m

57 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Park-and-Ride Express The Park-and-Ride Express, as shown, is a circulator that connects the remote parking areas (West Millett and Ditmer Field) with the campus core. This route is expected to be an efficient and effective way to connect commuters with their desired destinations. The Millett to Ditmer leg includes a stop at the North Campus Garage, thereby expanding the route’s capture area. Service to and from the Park-and-Ride Lots is expected to be in highest demand during hours of school operation. If resources are available, it would be feasible to divide this recommended route into two routes, one from each Park-and-Ride Lot with each route making the loop around the campus academic core, as shown.

R CH I RISTOP C HER D R RY FE JEJ F Park-and-Ride Express E m

F F DR R LLY E KE Y

D PNR Express - Millett to Ditmer Route R 1/4 mile walk (capture) PNR Express - Millett to Ditmer N O R

T D H R R ID AD G N ITY ST R E DR IAMI UNIVERS IU I M M PNR Express - Ditmer to Millett Route C W A Y C

O

A C D  E R S O W S O B R W K E D AP P L N D A 1/4 mile walk (capture) PNR Express - Ditmer to Millett

R B

N W

T U E

S S

B E N G E

HOME V S E N TEAD AVE I

A  OL New Bus Stop

W N N D C R L R

N ON I O N

L S

M E AM H R W SYCAM D

ORE ST N E T E SYCAMORE ST W O  Existing Bus Stop B T

O A

B

P N WOODRUFF CTWILLOW LN  

E

AV

W Y VINE ST T A @

I

E E VINE S S V T

R

A

E

T

S

V

I

T

U

N S

P T

MS

U

T ST

R S D M

W WITHR S O A W E R EL ST N A

P

L

V H C

A

AI O N P E WITHROWS C T A

D H N

M

O

E E W ITHRO N S N W ST

P I

E N

O A 

B

B

N S

W

R N

A

E W CH L UR T CH ST L

T

A

E C R H A URCH ST T

P D

N R

PARK PL E

H

E

S W HIGH ST I

F

E HIGH ST N

R T 

S  B D B 

S M W WALNUT  ST R L E WALNUT  W ST D

E

A

N L

S I SHOP CIR V BI

R

T

I

R

S

D

W COLLINS H ST R

U C ECOLLINS ST E N E MCGUFF EY H I E O D S I

B N R R F

S S D

S T

T

R

S W SPRING ST E TRENTON O L XFORD R R D C E SPRIN L E G A ST

N

L C V

E L  CU P A   V

R

O A

E

E

P

G

N

H

E B S

O

T

L

S

A

L

R E

O

E H

C

T

T  S WESTE

A R WOOST N ERPL P C O

S

E

T L V L

S

A E

T G N T

S I S E

S

A U

E D

P

K M L R

A M

P R

S

I

A O A

C

C

M

Y FOX S A FIRE DR LINDEN D D R

WROSE AVE CENTER DR E ROSE AVE

58 RECOMMENDATIONS

Residence Hall Loop with Walmart Flyer The Residence Hall Loop provides circulation between the campus residence halls and includes a stop at the King Library. The need for this route was clearly stated in the surveys and personal interviews. Respondents also expressed a desire for such a route to provide late night service, particularly to the library. As such, it would be beneficial to run this route from morning well into the evening or past midnight on weekdays and weekends.

Provision of bus service to Walmart was also expressed. An extension could be provided on the Residence Hall Loop to connect with Walmart and other businesses along the route. The Walmart Flyer should be connected to the Residence Hall Loop because of the anticipated desired travel patterns of on-campus students who expressed the need for the route: they want to travel from where they live to shopping opportunities, without having to walk a long distance carrying packages on their return trip. This service should run on a limited basis; Miami Metro staff indicated that a biweekly run on a weekend day would be supported, based on their research.

E VINE ST

E

V

E

A

V

S

A  RD U

E

D

T Y

P Detail V

R T S

I

T M

A DD

A

S

R S A

N

O D E R WI A THROW C ST

T P

O

L N E 

S

N

P A V

I

HO R

O

W 

N

S E

P I A

U T

L B

N T

R E CHURCH L ST A

D A

P

T

R

N

E

H

S

I

F E HIG H ST  N  C DR O

S 

R  L L E WAL N W E UT ST  D

G A

N

L E I SHOP CIR V I CO B

R

R RNE I A

D R E COLLINS R ST M E RD CGUFFE  Y H S D R R I D S F T

R

S E TRENTON OXFO L R R D E S RD PRING L  A ST

L U

P  C O P  AY S

W E

V 'S A WES H TERN COLLEGE G N DR

T A M JACO O E C IC B D S  R D D HE R R A N U D I Y L E

L F R L R I D E C @ T R O R M DR T R Y E I A A U BER E R N ST  M B P R I T E F O M S S L F H C E

E N J E P O L H Y DR V

R L J A U L L LINDEN DR E L KE D

T D G S G R T Y A S

U B I E T S D L I P U  C E D R D K L M O CE L M  NTER D R R A R A C R P I A N E ROSE A O N VE D  A C Y M

E T R R RP W M R

S S D

T O N

T I R N RD K R U N E A U B S M

L E O HOME S P L T G EAD AVE HA

A C

N N O I  V O W P SYCAMOR N  E ST B E E SYCAMORE ST R S A R T P S L P UM ST

D MO T

H T E H S A W VIN R RRIS DR S E C S V T E VI N P A ST E ST A E

T ST MORE DR D D

R

T BE N R N HO

A G  ON ARROD LN A A S

CUS N AI I S 

PL W

MS B O R

R M 

L

E W CHURCH  D  LA S N E EL T C PO HES E CHURCH T TNUT ST N ST L

R

T

N N C A ONTRERAS A E RD T

W P HIGH ST H E

E H S IG N V H JOS ST  I EP T A H T DR F

S T S W  IMO E WAL T NUT R HY ST N LN VERE E WALNUT ST   G K N E M R DR  D HOP CIR

L D N S I N I

E Y W COLLINS I R STE C B FA L OLLIN A IRFIELD R S ST V D S

R R I

FOX RUN CIR I C  W SPRING ST TRENTON OXFO   E SPRING ST RD RD

T 

RT  VE B

C VE  E D E TOLLGAT EE E DR A R U

T V R B  A T N IL N LL C I IR L A E A S WESTER

B N E A

S

SO C R N V

O

I

U EG  O U

R L A Residence Hall Loop P L N DR T ER YA L S CT @ L O M L M T  G S E E HU O NTER OODS D W D A R N T T S G F

T R T R C A S C F E

S D S

P

S T DE

U E S

U  D S K W N S G L

G I  C H R A Residence Hall Loop Route P LAN I O  T R E C RN RI T R DG O E RD T

O E OAK A A E L

M D S

L M

R S

P H  

C M O TU N EDGEHILL DR E P HARRIS A U D DR

E

S 1/4 mile walk (capture area) A R WCHESTNUT ST B

RD LN S ECH  VILLE RUCE A  ESTNUT ST ROOK SP N B R PAMELA DR L R R

RD O O M Walmart Flyer Route Y M W ELI O IL L S S V I A D H L R L VI K E I

M A S L RE E E LIN L DA H D DR E MAX R D INE D O RD R  R R X New Bus Stop O D D D F F I R A S NDRA DR O X V R

A O D D AVE R GLENVIEW DR SILVERLEAF D R MCKEE N D R D  YA DANA DR Existing Bus Stop R KBELL ST m

59 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Spring Street Connector The Spring Street Connector was developed in response to a comment from the Steering Committee. This route provides service along Spring Street, from Western Campus to Kroger and back. It is a linear route that travels predominantly along Spring Street, a roadway that is proposed as a complete street in the Miami University Circulation Master Plan. The greatest demand for this route may be in the evenings and on weekends, although it also provides a very direct connection between Western Campus and the campus core. As such, this route will likely be in demand during the school day as well. However, the Western Express also connects Western Campus with the campus core, so evening and weekend service may be sufficient. Routing and turnaround location on Western Drive may be modified after the Circulation Master Plan-recommended extension of two-way traffic and Housing Master Plan-recommended driveway modifications are completed.

W SYCAMORE ST E SYCAMORE ST Spring Connector H I LLT O WOODRUFF CT WILLOW LN P C R O E

D L V L E A 1/4 mile walk (capture area) G E W VINE ST Y T C I

E O E VINE ST S

V

R R

T

NE E A

E R S T

V I S J R V I

A T S T

U C C P A N Spring Connector Route S S

T Q P E I T T K M U W U U S

W S E G M W R ITHRO S E W ST D O L E A EL A

N

R I H E I D N OC L L

C

T V E N C L A OP L A A P E WITH C D ROW ST E N A E H D O M

O R N

E E WI S T HRO N N W C S M T P TI I

N  B New Bus Stop

A O

R B

N N

S A N W

R M A

E W L CHURCH ST L T

T A

T E CHU A RCH ST  R P Existing Bus Stop

VICKI ANDA CT D

N

R CONT PARK PL E RERAS RD H E

D

S

I

W HIGH ST F

SR

N E E HIGH ST

M

JA JOSEPH DR

T

R

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M W W ALNU S S TST R L E WALNUT S W T D

N E

A

N

N S

L

I VEREKER DR A Y V L m R

I W CO @ R LLINS D S W CO T LLINS ST R

E COLLINS ST E U T MCGUF F H N E FAIRFIELD RD S Y D S I I O

H R N BISHOP CIR F C R

S

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T E T

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B W S S P E  RING ST TRENTON OXFOR S L D RD  R C E SPRING S L  A T

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VE

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N E A WOOSTER H PL

C SO 

EG

N

L

ER E L

T

R

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A

V S

P

S A BERN ST  GLO R S DR S Y LIN NWOOD A T LN E

L

C F

P

F

N T O

U FOXFIR E E DR S P G LINDEN DR

S N

C I GD E T T

R A M

O

S S

D M 

E K

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S

I L A CENTER DR

R P BRILL DR O E E ROSE AVE A E E APARTMENTS R M

M E A T

V

E U S F R A

Q

A R

L S S D A

U WOODS DR W CENTRAL AVE L BRO P OKVIEW CT P

RD

M BR O OOKVIE O W CT A T P

F

T

C

S

X S

S

S

O H

T

C S PLUM ST

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I EDG EHILL DR U

E

C C HA B RRIS DR

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T E ARDMORE V DR SLO

O MS GARR L W CHESTNUT ST OD LN L

C E

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R ECH R ESTNUT ST

N N D D

U L R

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R T MI R

A PAMELA D R R U LY H L R

D N NS L E RI

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K L A I O S L

L A

M L W E D

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C H O C E C X A N F D L ME R O LISSA D O R DR R O D V R L I D

S

60 RECOMMENDATIONS

Tollgate Loop and Westside Express The Tollgate Loop and the Westside Express are two routes that travel similar paths. The Tollgate Loop connects the higher density off-campus residential areas to the west and south with the campus core and points in between.

Provision of the Westside Express was requested by the Steering Committee and the public for transit access to the University from the residential areas on the western edge of town. The route would stop at locations west of Locust Street only, with no additional stops until the bus reaches the campus area. Pending conversations with The Knolls, the route could be modified to provide a stop at their front door. The ridership demand for this route is unknown and should be tested. The Westside Express could be modified to run back and forth along Fairfield Road with a turnaround at The Knolls and if Brookville Road is not desired as a transit corridor. In either case, this route should be tested on a trial basis to assess ridership demand. A three-month trial period would allow sufficient time to notify the community of the new route and the opportunity to travel to and from the University by bus, and to allow the riders to demonstrate a change in mode choice from autos to the bus.

C W SYCAMORE ST O E SYCAMORE L ST L R R EGE D K D WILLOW LN D E E C O O R R W VI O CREEKSIDE LN NEST C N T ST E VIN W E E S DR J S T E K A R L

T H

C T N A H ST L PI D

ST S I Q C E L S O O O KE U R L R

V P U N T T E

I

A EE N A A O L T S I P C O KN I A N B E R S WITHROW D ST N P H E O D PL

M

N

L N S D O M I

A

N R S

N PO B

W E EL R

C R W CH N UR A RE R CH ST E DBUD T N E L D CHURCH ST T

VICKIAN L DA CT T

R

A

A

E CON T TRERAS R P N D

H L W HIGH N D ST S EVONS I HIRE DR A E HIGH ST F

D R

N N JOSEPH DR D

A

T E  S P R  S W V WALNU T T S TIMO T W  THY E WALN D LN A UT ST 

S VEREKER DR N  BA

R E VE N L REK N OP C ER DR I H IR M F S D AI G RFIE Y LD RD V I L

L C D B R R E I U  W COLLIN I S ST E R N E FAIRFIELD RD S COLLINS ST R I H O

D  S N FOX RUN CIR T F I R

N S I S C S

O T W S C PRING ST R TRENTON OXFORD S RD R  A C D K E  L SPRING ST RT

K C

P

I  EK E 

T 

A E O B R TOL E Y R D C LGATE DR E L P E C E V

VE R A R N B H N R S E IDD T I A E RA IL C I U E V WE N B N STERN COLL E A E L A G C O WOOSTER P L L E H E S SO R R D M EG D U E  R U E L

P ER

R V R WELLS MILLDR L ND

T

M A  O T S DR T L O A YA L C A C R D C G T E T WOO P HUNTER DS DR W S F N S S F OXFIRE @ S @ D S F R O E LIN R DEN D T T

N R T

O U I D

S

S

S D D  A G G

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E

S  K M C  N CEN O TER D L C R I

B A D RILL DR T

W M P S O R R

S H O A L NTERN RIDGE IT E R A R M L D E K DR S OA A

BROO L KVIEW CT T BROO P KVIEW CT S W    O

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R I P N I C PL UM N UM ST T C EDGEHILL DR S U D E A D HARRIS DR E IN DG R R IL RI E A B G QU E MORE DR

D V D D S G B W CHES ARROD LN R TNUT O S R T  R R

R

L O A N

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BROOK  U T K N R R  Y PAMEL U A DR D D

L

S A N I

R

R

N

R T

R  I

A S

L A R

D L O E

M

E H B O ME W L C

I C SS C M A DR H E IL D A L V R D D IL Y M ELI R L L ND IR I A D E R C E MAXINE D O R R RN X

R F D O O N D C L R A R E A O S SI ANDRA D D N R F R O R

J A X D D

D O I A R RC R M A

D

D Tollgate Loop GLENVIEW DR AVE D SILVERLEA E L F DR E DR I CK

E M V N I

A A Y N

D R A K BELL ST D Tollgate Loop Route PE A GARDENIA DR BODY DR AN DR 1/4 mile walk (capture area) Tollgate SLoopPART

M IL LV

D IL R L Westside Express Route E

R O H R X E ED F K CL OUD CT O R D 1/4 mile walk (capture area) Westside Express R D  New Bus Stop m  Exisitng Bus Stop

61 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Western Express

The Western Express provides direct service between Western Campus and the campus core. With the new residence halls that will be constructed in this part of campus, this route is expected to be in demand. This route would be most beneficial during school hours. Evening operations would be beneficial, since it provides a more direct connection to King Library than the Residence Hall Loop. Note: To avoid potential confusion with the Westside Express, this route could be named the Western Campus Express. This would only be necessary if the Westside Express is tested and found to have sufficient ridership to support continued operation. Routing and turnaround location on Western Drive may be modified after the Circulation Master Plan-recommended extension of two-way traffic and Housing Master Plan-recommended driveway modifications are completed.

W VINE ST

E VINE E Western Express ST V

A

Y

T

I

S

R Western Express Route

E

E V W WITH I ROW V ST ST

N

A

ST

U R

E

S

N

A T I E W V U ITHROW L ST

A

A

P D P E WITHROW ST 1/4 mile walk (capture area)

M N

R M MS O

L O A

P N

A

E

E S

C

D V

N

R

N N

N A

E

A

E

T G W CHURCH W T  Proposed Bus Stops A S A E T

L P L

L L E CHURCH S N T R A

O

ST

T

D

C

H

R

N T

C

E PL W PARK S  Existing Bus Stops K PL H

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P

S R E

I B

A

F

HO N W HIGH ST P N S

I  E HIGH ST B

R

D

MST W WALNUT ST S

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E W EL WALNUT ST

D

A

S

L

N

I

V m

R

A I E  V

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R

S @ E W COLLINS D S G T H

R

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S

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N B D I S R

C I F O S

R

S B N ISHOP CI S A R

S L R

P T D

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P W SPRIN E TRENTON G ST L OX S FORD RD

C L  E SPRING ST U

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R E C H 

T

A

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SO T O

C L

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N E

T I G L T E

A

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P D

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B S  S O BERN ST LINN R WOOD LN A

L

P

O FOXFIRE DR P LINDEN DR S

T

T

S

S

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K

L

A

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W ROSE O AVE CENTER DR A E R M T OSE AV PARTMENTS E A S

E N E

I

T

R V A S F A

A

M

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U S

S

A

Q U

W CENTRAL A L S VE E CENTRAL AVE P

M

D

OP

A

R

P

C

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T F S

S X

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C PLUM ST E

E B HARRIS DR

S

T

S ARDMORE DR

M L GARROD LN E S W CHESTNUT ST E CHESTNUT ST

62 RECOMMENDATIONS

ADDITIONAL RECOMMENDATIONS Bus Route Maps Bus route maps should be posted at all bus stops and Transit Waiting Environment inside the buses. Additionally, it would be beneficial As previously mentioned, comfortable, safe, and to post complete bus system information (all routes) informative transit waiting environments (bus stops) will within bus shelters. The use of graphical images is clearly enhance ridership. Wayfinding and signage at the bus preferred over lists or other text-oriented information. stops should be improved to clearly indicate bus routes, Illustrated maps are more easily comprehensible to riders, hours of operation, departure times as appropriate, and including those to whom English is a second language. other relevant information. In general, the greater the amenities and information that are provided at bus stops, The survey results indicated a preference for bus the more people will ride the bus. route names that “mean something.” As a result, the recommended routes have been named to indicate the destinations or general service area for each route. Bus Shelters Bus shelters should be provided at busier bus stops and at bus stops where riders may have to wait for what feels like a long time for a bus to arrive. Benches would be beneficial at bus stops without shelters. Provision of the bare minimum bus stop sign will inform potential riders of the bus stop location, but will do very little to encourage ridership.

Example route map

Example route map

63 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Bus Schedules Public Awareness Bus schedules, hours of operation, and departure times A critically important element in increasing ridership is should be posted at the bus stops, along with any smart increasing public awareness and understanding of the phone applications that may be implemented and any Miami Metro transit service. This can be accomplished other applicable technology enhancements. through inclusion of Miami Metro routes, bus stop locations, hours of operation, and related information on Miami Metro should have as a goal to operate at minimal campus maps, the University’s website, in fliers provided headways to support and encourage bus ridership. Short in information kiosks, and other sources of University headways (10-15 minutes between buses) foster ridership information. Again, the use of illustrated route maps is and eliminate the need for exact, time-specific schedules, important, as they are the most easily comprehended operating on the understanding that if the buses come method of understanding the bus routes. frequently, the riders do not mind a 10-15 minute wait. An example of route information for this type of service is the It would be most helpful to introduce new students to the GO BOULDER local circulator in Boulder, Colorado. Miami Metro services during summer orientation and in the fall as all students arrive for the new school year. The For hours of operation where short headways are not University and Miami Metro may want to devise a game feasible, the schedule could be maintained through the or competition that introduces students to the Miami use of “time checks” where departure times are set at Metro bus system and gets them to actually ride the bus. identified bus stops, with the understanding that the Students are much more likely to ride the bus when they stops in between will occur within the defined range have taken their first bus ride and have an understanding of the adjacent time check stops. These time checks of how the system works. If Miami University develops should be at regular intervals, located at every two to innovative ideas and ways to get students to take that first three stops. This system could also be used for hours of bus ride, it is likely that such efforts would generate an operation with short headways, if desired, for operational increase in ridership. predictability. Virginia Tech’s Blacksburg Transit presents a good example. (http://www.blacksburg.gov/Index. Bus Fleet aspx?page=791) It is understood that Miami University will need to update the bus fleet in the near future with Americans with Dis- abilities Act (ADA) accessible vehicles. When that change- over occurs, the University should consider the use of alternative fuel buses and installation of bicycle racks that can carry two or more bicycles on the fronts of the buses. Such efforts would be consistent with Miami University’s focus on sustainability.

GO BOULDER bus schedule (see enlargement, section 2.4 Transit)

64 4.0 IMPLEMENTATION MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT IMPLEMENTATION

4.0 IMPLEMENTATION

The project team was asked to look at potential phasing and broad-level cost estimates for projects developed from the Circulation Master Plan recommendations. The following list of projects and costs are listed in implementation timeframes developed by University staff with the project team.

Planning-level costs were developed for the short term, medium term, and long term projects to aid the University in planning the implementation of these projects. The costs listed below were developed using information from comparable projects of similar nature and adjusted for the Miami University campus. They are intended to be general order of magnitude costs, and are based on assumptions listed under “notes” at the end of this section.

In progress ‡ Implementation of transit routes, new bus stops, roadway improvements, etc. ‡ Reconfiguration of pedestrian facilities adjacent to new Student Center.

Ongoing ‡ Widening walks in areas shown and installing new walks. ‡ Continuing implementation of emergency access requirements.

67 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Short Term (0-2 years) Medium Term (2-5 years)

‡ High Street pedestrian crossings with sidewalk ‡ Additional bicycle plan implementation (on campus) reconfiguration adjacent to the crossings – $170,000 – $130 per LF 12’ path, $200 per LF 20’ path for 3 crossings » Includes 1300 LF of sidewalk leading up to ‡ Covered bicycle parking on campus – $90,000 per crossings location » Includes ramp reconstruction ‡ Installation of new walks in Bishop Woods – $425,000 ‡ Spring Street pedestrian crossings with sidewalk LS reconfiguration adjacent to the crossings – $440,000 for 4 crossings ‡ Pedestrian route modifications near Bachelor – » Includes 2800 LF of sidewalk leading up to $255,000 LS crossings » Includes 900 LF of sidewalk » Includes ramp reconstruction » Includes parking lot reconfiguration

‡ Patterson Avenue pedestrian crossings with sidewalk ‡ Western Campus pedestrian walks – $130 per LF of 10’ reconfiguration adjacent to the crossings – $95,000 walk, $150 per LF of 12’ walk, $230 per LF of 20’ walk, for 2 crossings $7,000 per mid-block crossing » Includes 660 LF of sidewalk leading up to » Mid-block crossings include ramp construction crossings » Includes ramp reconstruction ‡ Patterson crosswalk islands – $9,000 per island

‡ Installation of bicycle lanes on Spring Street (upon ‡ Bus shelters – $35,000 per new shelter, $6,000 per City of Oxford approval) – $9,000 on campus and relocated shelter $16,000 off campus » Includes removal and reinstallation of centerline ‡ Install modifications to make Irvin Drive naked street striping – $300,000 LS » Assumes modification of striping at four nodes/ » Assumed surface equivalent to brick unit pavers terminations ‡ Install modifications to make Center Drive naked ‡ Speed table, bump-outs and potential 3-way stop at street – $275,000 Spring/Maple as part of Student Center construction » Assumed surface equivalent to brick unit pavers – $140,000 » Includes ramp reconstruction ‡ Install modifications to make Bishop Circle/Laws Drive » Includes brick unit pavers in intersection naked street – $375,000 LS » Assumed surface equivalent to brick unit pavers ‡ Shared use bicycle facilities installation (sharrows, signs) – $700 per block ($25,000 on campus and $42,000 off campus)

‡ Modifications for signalization as one intersection at Patterson/Spring/73 with pedestrian recall and countdown timers –$175,000 LS » Assumes signal reconstruction (mast arm structure) » Note: Further investigation into controller hardware and software as well as mast arm loadings, etc., would be necessary to determine whether it is possible that this signal could be modified with striping and timing modifications alone, reducing cost

68 IMPLEMENTATION

Long Term (5+ years) Estimate Notes: ‡ Finish walk improvements and installation – $115 per LF of 10’ walk, $130 per LF of 12’ walk ‡ All estimates include: » 2% for mobilization, staking, fencing, traffic ‡ Patterson/Spring/73 long-term improvements control (except at Patterson/Spring/73, where – $2,240,000 for rotated 90 degree intersection, ODOT requisite mobility cost was used). $1,535,000 for straight 90 degree intersection » 10% allowance for miscellaneous utility work (removal of Bachelor Hall) » 15% for design (design fee, traffic studies, design » Does not include removal of and restoration contingency). around Bachelor Hall » 30% for construction (estimate contingency, » Assumes concrete pavement in intersection and construction contingency, construction roadway administration). ‡ Assumes existing survey will be provided by the ‡ Closure of parking in CAB area – $570,000 LS University. » Includes 2200 LF of sidewalk (axis walk and 90 ‡ Assumes University will act as project manager and degree crossing walk) owner’s representative during construction. » Includes parking lot reconfiguration ‡ Assumes 4” plain concrete on 6” aggregate base for walks/plazas (except where noted otherwise). ‡ Modification of parking in Withrow area – $280,000 LS ‡ Assumes 3” HMA with 8” aggregate base for parking » Includes 910 LF of sidewalk lots/asphalt areas. » Includes parking lot reconfiguration ‡ Lighting (pedestrian or vehicular) is not included. ‡ The removal of contaminated/hazardous soils and ‡ Final links of bicycle plan implementation – $130 per materials, underground obstructions, and other LF of 12’ path, $200 per LF of 20’ path unknown conditions are not included. ‡ The construction costs are based upon master plan- ‡ King Library drive reconfiguration – $280,000 LS level recommended improvements. The opinion of » Includes 1050 LF of sidewalk probable construction costs reflects this current level » Includes parking lot reconfiguration of design detail, and the estimate reflects a general » Includes plain concrete plazas magnitude of cost in 2011 dollars. » Includes 2 benches and 1 trash receptacle in each ‡ The costs associated with land acquisition, easement/ plaza lease procurement, and other land rights, where required, have not been included.

69 MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT

Potential Funding Sources

Potential funding sources for the Circulation Master Plan components are listed below. To maximize funding opportunities and eligibility, it is important for Miami University and the City of Oxford staffs to work together in partnership.

‡ NHS (National Highway System) funding for pedestrian systems ‡ STP (Surface Transportation Program) funding » Pedestrian and bicycle facilities on Federal Aid Highways » Includes ADA (Americans with Disabilities Act) /PROWAG (Public Rights-of-Way Accessibility Guidelines) design standard

‡ Clean Ohio fund » Recreational trails and commuter access in urban areas ‡ ODOT discretionary funding » Highway safety improvements ‡ State Transportation Enhancement (TE) funding » Bicycle and pedestrian facilities » Safety and education activities ‡ CMAQ (Congestion Mitigation Air Quality) funding » Metropolitan Planning Organizations (MPOs) that are non-attainment areas (Ohio Kentucky, Indiana Regional council of Governments - OKI)

‡ Potential OKI funding sources (regional MPO)

70 5.0 APPENDIX MIAMI UNIVERSITY CIRCULATION MASTER PLAN REPORT