Finding a New Way: Campus Transportation for The

FFIINNDDIINNGG AA NNEEWW WWAAYY:: CCAAMMPPUUSS TTRRAANNSSPPOORRTTAATTIIOONN FFOORR TTHHEE 2211SSTT CCEENNTTUURRYY FORWARD “Unless we change the direction we are going, we may end up where we are headed.” - Chinese Proverb During the last decade, the University of Colorado community has been grappling with how to provide access to the campus without destroying the quality of the campus as an educational community. It has been a difficult and fasci- nating process, which has led to some fundamental changes in the way we approach transportation. We no longer automatically assume that the only solution to demand is building new parking structures.

The same process is occurring at many universities and colleges around the country. Multiple factors -- lack of land for new parking lots, the high costs of building parking structures, pressure from surrounding communities, activist efforts by student environmentalists - are leading schools towards a new vision based upon expanded transit access, better bicycle and pedestrian facilities, and higher charges for parking.

All of this does not come easily. Some of the ideas are unfamiliar to many transportation planners. Governing boards and senior administrators often came of age in an era when the automobile was king, and are reluctant to embrace change. Students tend to be far more willing to try out new ways. The ensuing debate reflects that of society at large. Just as the U.S. Congress has slowly come to understand the need for multimodal transportation solutions, many schools are slowly coming to the same conclusions, in stumbles and lurches.

What schools do is important to society at large. In many communities, the university is the largest employer, with big impacts on surrounding neighborhoods. Perhaps more important, the long term transportation behaviors of the millions of students enrolled at institutions of higher education will be affected by the transportation habits they develop while in school. Innovative transportation approaches can diffuse from higher education to other parts of society.

In many ways, transportation policy at institutions of higher education is analogous to solid waste policy 10 years ago. At that time a combination of factors led to the creation of hundreds of campus recycling programs: many schools faced rising landfill disposal charges, giving a financial incentive to find alternatives; student environmental groups across the country supported the expansion of campus recycling and an organized effort encouraged schools to reform their solid waste management and provided case studies and technical support. The one piece missing on the transportation front is the organizational support, providing information and technical support for improving campus transportation planning. Our hope with this book is to help fill this gap.

We invite you to take a tour across the country! The success stories are intriguing. The University of Washington in Seattle has been able to expand the campus population, reduce the amount of parking provided, and still meet transportation demand. In a very different small town environment, Cornell University has accommodated its access needs through an innovative transit system and parking management - without having to build any new parking. Students at the University of Colorado have worked with the city of Boulder and the Regional Transportation District to provide transit passes and high frequency service, leading to a 500 percent increase in transit use. The University of California in Davis has shown what happens when a campus really takes bicycles seriously. The University of Iowa has made a commitment to keep their campus green spaces, and to keep the area open and inviting to pedestrians.

Not all of these approaches will work at every campus, of course, but many of them do have wide application. If your school is located in an area which has transit service, think about developing a transit pass program for students and employees. Do many students live within a mile or two of campus? If so, you have the potential for high bicycle use if you provide the paths and bike racks. Wherever you are, think about how you charge for parking, and whether this is sending the right incentives. If you are hiring a consultant to help you figure out what to do, make sure to choose a firm that has experience with transportation demand management, not just traffic engineering. Make use of the resources and contacts at the end of this book. Good luck on your journey!

Will Toor Director of the University of Colorado at Boulder Environmental Center FFIINNDDIINNGG AA NNEEWW WWAAYY:: CCAAMMPPUUSS TTRRAANNSSPPOORRTTAATTIIOONN FFOORR TTHHEE TTWWEENNTTYY--FFIIRRSSTT CCEENNTTUURRYY

BY FRANÇOIISE POIINSATTTTE AND WIILLLL TOOR

APRIILL 1999

FUNDED BY TTHE UNIIVERSIITTY OF COLLORADO ENVIIRONMENTTALL CENTTER AND TTHE COLLORADO OFFIICE OF ENERGY CONSERVATTIION TTAABBLLEE OOFF CCOONNTTEENNTTSS Credits 2 Acknowledgements 3 1. Introduction 4 2. Parking: The growing dilemma 7 Figuring out how much parking really costs 8 Overflow parking in neighborhoods 10 Freshman parking bans 12 3. Students: What does it cost to own a car? 13 4. Transportation demand management strategies 14 Transit pass programs 14 University of Colorado employee bus-pass program 16 Tips for creating a successful transit-pass program 19 University of Wisconsin: midwestern TDM success story 20 The bicycle: vehicle for a healthy campus 21 University of California at Davis: cruisin’ in the country’s bicycle capital 23 University of Oregon: two-wheel travel in Eugene 26 Creating a pedestrian friendly campus 28 University of Iowa: designing a walkable campus 30 University of California at Berkeley: safety counts for pedestrians 32 Carpools: low cost and efficient transportation options 33 Vanpools: cooperation at work 34 Parking management: the essential TDM link 36 Cornell University: achieving reductions in faculty trips 38 Campus shuttles 41 Creating more options: telecommuting and flextime 42 University of Washington and the U-PASS 44 Auraria Higher Education Center: an urban commuter campus 49 University of Utah: trip reduction in a western commuter campus 53 5. Joint planning: working together to shape a better future 55 Mesa State College: students and the community working towards transit 56 CU Boulder student-pass program: joint planning at work 59 The Ski Bus: expanding student recreational options 61 CSU and Fort Collins: working together to get transit up and running 62 6. Nonprofit organizations and transportation management associations 65 7. State legislation: How does it affect transit planning at universities? 67 8. Checklist criteria for a successful TDM program 69 9. Conclusion 71 10. Contacts and resources 74

2 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER CCRREEDDIITTSS Françoise Poinsatte is the principal author of the Finding a New Way resource guide. She has been involved in transportation planning in the Denver-Boulder Metro region as transportation chair of the Boulder Sierra Club, a member of Boulder’s Transportation Advisory Board and the Boulder Valley Regional Transportation Task Force. Françoise also served on committees to help shape the city of Boulder’s Transportation Master Plan.

Françoise is working with the University of Colorado Environmental Center on the Campus Transportation Network project. She has recently created the Finding a New Way slide show presenta- tion which highlights the major themes of this guide. Françoise is also an educator. She received her bachelors in Fine Arts from the University of Notre Dame and her professional teaching license from the University of Colorado.

Will Toor is the director of the University of Colorado Environmental Center, which administers the University of Colorado student bus pass program and the University of Colorado recycling program. He conceived of the Finding a New Way resource guide in 1997, and obtained funding from the Governor’s Office of Energy Conservation to publish this guide, the Finding a New Way slide show, and hold a Finding A New Way conference.

He is also Mayor of the City of Boulder. He works on transportation issues as a member of the transportation policy committee of the Denver Regional Council of Governments and the Metropolitan Mayors Caucus. Will has a Ph.D. in physics from the University of Chicago.

Robert Schubert designed the guide. A freelance journalist, he has worked on sustainable agri- culture and human rights issues in Latin America.

Photography by GO Boulder, Françoise Poinsatte, Colorado State University Photographic Services, University of California at Davis Transportation and Parking Services and Cornell University Transportation Services.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 3 AACCKKNNOOWWLLEEDDGGEEMMEENNTTSS We wish to thank the following people for their time and efforts in assisting us with this docu- ment. They include Edward Beimborn, University of Wisconsin-Milwaukee; Jim Brock, Mesa State College; John Crawford, University of Utah; John Cross, Mesa State College; Cliff Davidson, Mesa County Planning Department; Peter Dewey, University of Washington; Mark Gallagher, Auraria Higher Education Center; Spense Havlick, University of Colorado; Donn Hopkins, Colorado State University; David Lieb, Cornell University; Mary Lock, Mesa County Civic Forum; Penny Puskarich, City of Boulder Transportation; Joe Roy, University of Colorado; Denise Sulski, Colorado Clean Air Campaign; Veronica Summers, Charlier Associates ; David Takemoto-Weerts, University of California-Davis; Dave Underwood, University of Colorado; and Adam Van de Water, Office of Energy Conservation. We greatly appreciate the letters of support from Tracy Winfree, City of Boulder Transportation ; John Parr, University of Denver; Julian Keniry, National Wildlife Federation; Bonnie McNeill, Auraria Campus, Kay Rios, Colorado State University; John Daggett, City of Fort Collins Senior Transportation Planner; and Michael Williams, Central Puget Sound Regional Transit Authority.

We are deeply in gratitude to David Cook, Transportation Modes Coordinator at the University of Colorado and John Daggett for their insightful input, knowledge and encouragement for this project. Special thanks is due to Kate Fay who was instrumental in promoting this project, and to the Transportation Partnerships Program of the Colorado Office of Energy Conservation for funding it. Thanks go to Robert Wonnett, University of Colorado at Colorado Springs, for his dedication and inspiration as well as Kay Rios, Clint Joy, Auraria Higher Education Center , and Kathy Collier, of Smart Trips, for their support and contributions in the advisory committee. Special thanks are due to Danielle Klenak for her research assistance. Thank you to Adam Krom and Dana Kelley of the CU Environmental Center for their assistance and support.

We are very grateful to Crystal Constantine for her excellent writing and research contributions toward sections in this guide, as part of the University Writing Program Service Learning Project.

Thanks to Robert Schubert for his creative layout and design work.

Please note: This book was printed with vegetable-based inks on 100% tree-free and acid-free bamboo stock from cooperatives in Thailand. The cover was printed on 50% recycled paper with a minimum of 20% post-consumer content.

4 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 11.. IINNTTRROODDUUCCTTIIOONN

Transportation has become a very significant In many instances, the surrounding communi- issue on many university campuses and in cities ty is struggling to deal with its own traffic con- around the country. The use of the automobile as gestion problems. The vehicles of university com- the primary mode for commuting to and from muters only exacerbate the situation. Many com- campus has profound effects on campus land use munities have established parking permit zones, planning, parking requirements, com- limiting the ability of campus community relations and air quality. muters to park in areas adja- University planners, admin- cent to the campus. istrators and students are beginning to These situations reevaluate the can result in effectiveness of strained relations the standard between the uni- formula of sim- versity and the ply providing surrounding com- more parking munity, especially facilities to if the university is accommodate perceived as doing increased little to alleviate the automobile traffic. traffic. More and more, uni- Fortunately, versities are turn- Transportation Demand ing to alternative Management transportation programs (TDM) to provide mobility for stu- programs dents and employees. combined with Universities and colleges improved across the country are expe- alternative riencing a tremendous transporta- growth in vehicle traffic as tion facilities more people travel from are proving to ever increasing distances be very suc- to get to campus. The cessful in offer- explosion in traffic has ing university put significant strains on universi- commuters ties dealing with ensuing congestion and limited options to single land for parking expansions. Planners often turn occupant driving. to parking structures as a means of squeezing TDM programs encom- more cars on scarce land, but the cost of building pass student and employee bus pass programs, such structures is increasingly high. Furthermore, bicycle and pedestrian planning, alternative university leaders are questioning whether park- mode incentive programs, car and van pooling, ing expansions are the best use for land that campus shuttles, and parking management strate- could provide space for research and classroom gies. Any one of these measures can promote facilities or campus green space enjoyed by positive change, but when used together, they can everyone. be highly effective.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 5 This guide is a Entering the alternative zone had been like nothing Victoria had ever resource for universities known. Gone were the hours stuck in traffic. She read books. She relaxed. The and colleges so that sky was clear, and the air was fresh. All was well with her world. But suddenly school leaders may find now, as she picked up the strange object, an eerie sense of foreboding came over information about how her... to implement their own alternative transpiration programs and TDM measures. Our goal is to help universities and colleges analyze the cost and benefits of different transportation programs and assist them in establishing programs suited to their individual needs.

Some benefits of implementing campus TDM programs are:

• Universities that advertise unlimited access transit services, bicycle and pedestrian friendly campuses and other innovative pro- Many college and university leaders are find- grams have the edge in attracting students and ing that these programs are very popular can promote these services as staff benefits as among students and employees who well. The overall campus experience is value inexpensive, convenient alterna- enhanced when TDM programs are suc- tives to driving alone everyday. cessfully implemented. At the same time Participating universities are able “When I see an the university is able to delay or reduce to reduce expenditures on con- adult on a bicycle, expenditures on additional parking. structing and maintaining costly I have faith in the parking structures, surface park- future of • Parking professionals and uni- ing and roadways. Often the the human race “ - versity planners need ways to stretch establishment of TDM measures H.G. Wells their parking dollars to avoid costly such as bus pass programs spurs parking structure construction expenses. (1866 - 1946) transit improvements throughout This resource guide should help a trans- the city, thereby improving commu- portation manager find and assess data nity relations. Students will be able to and pertinent information about what well experience more transportation options implemented TDM programs could do at their which may influence their behavior throughout particular university. their lives. In addition, some students are spared the expense of owning and maintaining personal • Students gain many advantages from vehicles. Transit agencies, receiving additional alternative transportation programs. They are the revenues from student bus pass programs, often recipients of improved access to the university. are able to expand bus service. In short, universi- With enhanced transit services, bus passes and ty TDM programs can be a win-win proposition. bike facilities, students may be able to substantially reduce the cost of their transportation. This

6 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER is particularly true if they can defer the purchase of their own car and avoid the expenses of insurance and upkeep. Transit passes enable students to reach more affordable neighborhoods than those that often border campuses. Students will likely gain the lifelong benefits of environmentally friendly transportation habits and a more independent lifestyle.

• Faculty and staff realize many of the same benefits as students in obtaining inexpensive, convenient transportation via transit and rideshare programs. Flexible parking permits offer employees, who need to drive occasionally , more versatility to suit their individual needs. Faculty and staff also have a vested interest in seeing limited university dollars and debt capacity going into needed research and academic programs rather than parking facilities.

This resource guide profiles success stories at campuses across the country to illustrate specific examples of what TDM programs can do. The guide also address- es possible pitfalls in starting up programs and offers suggestions about how to avoid them.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 7 22.. PPAARRKKIINNGG:: TTHHEE GGRROOWWIINNGG DDIILLEEMMMMAA

In the last few decades, many planners followed the simple formula of determin- ing parking need by project- ing demand and building enough parking to accommodate that number at peak demand hours. This approach parallels the strategies employed by most government agencies, and sanctioned by state and local officials. The result has been a continual expansion of roads and paving of land to provide enough automobile facilities.

Transportation planners are beginning to question “A university is a diverse community whether we can build our held together by common complaints about way out of problems, while pointing to the parking.” - Clark Kerr, former chancellor of the increasing expenses associated with road and University of California at parking facilities. What are the Berkeley real costs of providing enough parking to accommodate the growth in vehicle traffic to univer- Commuters are feeling “Our goal is the squeeze. As vehicle trips sities and colleges? How does to campus increase, more not to park stu- parking expansion effect the qual- and more demand is placed dents, but to ity of the “campus experience”? on the limited space avail- educate them.” What are the tradeoffs of using valuable land for parking as able for parking. University Mark administrators start to feel opposed to other uses, such as the budget squeeze as they Gallagher, academic buildings or campus are faced with the growing director of green space? parking dilemma. Is this a Auraria’ s familiar scenario? Parking and Simply put, constructing Transportation new parking spaces is expen- Center sive. University planners and administrators need to analyze all the costs that parking construction entails to make a well-informed decision.

8 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER FFIIGGUURRIINNGG OOUUTT HHOOWW MMUUCCHH PPAARRKKIINNGG RREEAALLLLYY CCOOSSTTSS

LOOOOKK ATT TTHE LLAANNDD VALLUE Finding an actual price per additional space of parking is problematic because so much depends on the price of the land under- neath it.

The old real estate adage, “ location, loca- Top photo courtesy of Cornell tion, location!” University Transportation Services is very applicable when factor- ized response to the ing in the real question of land value, costs of parking university planners expansions. need to determine the Land prices land costs at their indi- may vary great- vidual university or ly depending on college and figure it whether the into the equation when expansion takes calculating total costs. place in a rural community college, a fast growing suburban university, or in a RADEOFFS core area urban campus, such as the Auraria TRADEOFFS Higher Education Center in Denver. Many universities own the land outright; however this is where the question of tradeoffs At Mesa State College, in Grand Junction, for comes in. How much value can be connected example, the college has been purchasing sur- with the building of a research facility as opposed rounding houses and demolishing them to pro- to a parking structure, for example? While it is vide more parking. Campus planner Jim Brock true a parking structure can bring a certain estimates that the land under each space is worth amount of revenue through permit fees, citation $4500. Prices per square foot can range from fines, etc., most often this is just enough to pay about $15 at Mesa State College in Grand for the debt incurred by its construction. Junction to $35 to $100 for a prime piece of real estate in prosperous downtown Denver. The research facility, on the other hand, may bring in much needed research grant revenues An acre of land close in to the west side of and make way for additional students while CU’s campus in Boulder can cost as much as a enhancing a high quality educational experience. million dollars an acre, but on the east side An academic building or a new administrative around the research park land costs about building may prove to be much more valuable $350,000/acre. Land in Fort Collins runs about than a new parking facility. Opportunity costs $450,000/acre. Though there is no easy general- should be considered in each land use decision.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 9 Sometimes the land paved over for parking to build. The Institute estimates that the cost per could have provided campus green space or even space in parking structures ranges between $4,500 natural areas for wetlands and woods. Emory to $15,000 to construct. These figures do not University in Atlanta is in the unfortunate situa- reflect land value, operation and maintenance tion of clearing part of a mature forested area for costs or debt servicing expenses. The Institute tal- a new parking garage. In addition, the access lies the various costs for operation and mainte- route to the garage must traverse a wetlands area. nance at $650 per space per year. This includes It’s a difficult tradeoff to make in the sprawling lighting, elevator operations, cash registers, clean- Atlanta region where these natural areas coming, snow removal and labor. prise one of the largest remaining green spaces. Various universities around the country cite One of the major reasons Cornell University somewhat different figures for their actual costs cites for not wanting to construct new parking of constructing parking spaces. For example, sur- was the desire to preserve campus green space. face lots at Colorado State University in Fort Collins range between $1500- $3000 per space, while structure spaces cost between $8,000 to $12,000 apiece. The operation and maintenance will run about $570 per space annually, including lighting and labor costs for attendants and security.

At Cornell University in Ithaca, surface lots cost $5,000 per space. Above ground parking structures cost about $15,000 per space, while underground structures are considerably higher at $22,000 per space. The above costs include On any given day, students can be seen throwing lighting, drainage, striping, roadwork and land- disks, reading and relaxing on the campus quads scaping. At the University of Minnesota, surface at the CU campus. Undeveloped campus land lot spaces cost $1,200 apiece, but, again, struc- may be an intangible asset, but it contributes tures run much higher. Above ground structure greatly to the campus experience. lots cost $12,000 per space, while below ground spaces are $22,000 per space. Prices for repair, CONSTTRUCTTIION COOSSTTSS maintenance, and labor costs for cleaning and attendants run about $215 per surface space, $455 The cost for building additional parking annually per above ground space and $865 annu- spaces not only varies because of land costs, but ally per below ground space. At the University of also because of other factors, such as whether the Kansas, the approximate figure for the new 800 space spaces are to be in structures, above or below parking structure is $10 million dollars, or about $12,500 ground, or in surface parking lots. According to per space. the International Parking Institute, the average space in a surface parking lot costs about $1,500

10 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER It should be noted that universities have in scale. All these factors contribute to the greater diverse methods for funding parking construc- integration of the parking structure within the tion and operations. Many require parking to be campus design, but they also contribute to funded through an auxiliary department revenue increasing costs. source, meaning that parking construction and operating costs are user based and the department is self funded. This auxiliary department funding mechanism is mandatory for public universities in Colorado. Other parking service operations receive their funding from university general fund sources, where parking essentially competes with other university services and functions.

Many universities are starting to build structured parking in lieu of surface parking as a result of land limitations. Structures add more spaces per square foot of land. In many cases structures are built on top of existing surface lots, reducing the net gain in new spaces. For example, should a $15 million, 1000 space structure be built on a surface lot that had previously provided 250 spaces, the new structure is only providing 750 additional spaces. So instead of the $15,000 per space figure one might cite, the actual cost OVVEERRFFLLOOWW PPAARRKKIINNGG IINN per additional space is $20,666. Also, structures O tend to consume more land per space because of additional access needs such as ramps and set- NNEEIIGGHHBBOORRHHOOOODDSS backs. As the examples above indicate, operation If a university generates traffic and overflow and maintenance costs for structures are substan- parking in surrounding neighborhoods, chances tially higher, largely because of lighting, security, are it is also generating community relation prob- ventilation, elevators and general maintenance. lems. Many times, residents’ complaints about noise, safety, pollution and the inconvenience of The life span of older parking structures may finding parking in front of their own houses lead also be limited. A 30 year old structure, for exam- to serious discussions between the municipality ple, may require major capital investment espe- and the university or college. If a university cially if the older structure does not meet design responds to traffic complaints by building more and safety standards. The older ones in particular parking lots or structures, it may not obtain the tend to have a very institutional style devoid of desired outcome of alleviating neighborhood traf- architectural interest and aesthetic qualities. A fic. By building more parking, the university may parking structure built in the 60’s, therefore, may inadvertently generate more traffic to the univer- not remain standing, at least without major reno- sity district. Those who can afford it will pur- vations, for the full amortization period on its chase permits, while others will continue to park bonds. for free in the neighborhoods. Modern parking structures often place more Cities have begun to respond by putting lim- of an emphasis on aesthetic qualities. Newer its on free parking. Across the country, cities are structures may even incorporate mixed uses, such instituting parking management programs in as academic, administrative or even retail space. neighborhoods impacted by traffic from schools In addition, building codes have become much and major employment centers. A first step may stricter, greatly increasing the structures’ longevity. be parking meter installations on streets directly Newer parking structures also tend to be smaller adjacent to universities. Some cities have also

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 11 implemented Residential Parking Permit (RPP) Zones in the nearby residential streets. RPP programs allow residents to purchase full time parking permits, often for a very nominal fee. The general public, including students and university employees in this case, may park in the RPP district for a limited posted time. The time period is often restricted to 2 hours or less during business hours.

Should a municipality establish RPP zones in a university neighborhood, the result can be more pressure on university lots. Or, the result can be augmented use of alternative modes, especially if TDM programs are in place and transit access is adequate. RPP zones seem to be effective in mitigating spill- over parking, however the costs of their implementation can sometimes outweigh the revenues generated by citations and resident permit fees.

In any case, overflow parking is almost always a challenging problem for universities and communities to resolve. Universities need to examine which options will result in the best long term solutions.

12 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER Universities and colleges typically use one of FFRREESSHHMMAANN PPAARRKKIINNGG BBAANNSS several methods to discourage freshmen from bringing cars to campus: A significant number of universities and colleges discourage freshmen from bringing cars to • Universities may choose to simply not issue campus by limiting their ability to obtain a park- freshmen parking permits on campus. ing permit. Freshman generally live on campus, • The freshman may be required to enter a often as a requirement, and thus are much closer lottery system to obtain a permit from a limited to university academic and activity centers. number available to first year students. Universities have several motivations for wanting • Freshman parking permit prices are to limit first year students’ ability to bring cars to increased to the point of discouraging their pur- campus. The first year sets the stage for the stu- chase. dents’ on-going study habits and future success at a university. The closer the student remains to The University of Michigan at Ann Arbor and campus, the thinking goes, the fewer distractions the University of Washington at Seattle allow and the greater ability to concentrate on studies. freshmen to purchase parking permits, but at an Cars not only extend the range further from the expensive rate which discourages them from heart of university life, they can add considerable doing so. John Hopkins University in Baltimore expense to the student’s lifestyle, often requiring and Westmont College in Santa Barbara do not them to work more hours at an outside job. These allow first year students to bring cars to campus. situations may strain a new student struggling to Starting in 1999, freshmen at Colorado College in adapt to college life. Furthermore, the increasing Colorado Springs won’t be permitted to bring scarcity and expense of parking makes parking cars to campus. The University of California at limitations a more tempting prospect. Santa Cruz does not allow freshmen cars on campus, but makes certain exceptions in individual Universities’ desire to limit freshmen parking cases. Portland State University in Portland has must be weighed against the desire to entice instituted a freshman lottery system. freshman to the university in the first place and to keep them there for their sophomore year. It is Placing constraints on freshman parking is a expensive to recruit students only to see them parking management tool which may generate switch to a different university or college after a controversy about equity issues. Providing as year. Banning freshmen cars from campus is not many alternatives as possible can mitigate these generally considered a big promotional plug for concerns. increasing enrollment! This concern can be addressed by having good alternatives in place, such as a student bus pass program combined with decent, affordable housing on or near campus. An interesting pedestrian and bike friendly environment in and around campus goes a long way in enticing freshmen to stick closer to “home.” In addition, the way universities implement freshman parking limits may optimize their acceptance. The more students and parents are educated about the expenses and tradeoffs involved with owning a personal vehicle, the better the case can be made for parking constraints.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 13 33.. SSTTUUDDEENNTTSS:: WWHHAATT DDOOEESS IITT CCOOSSTT TTOO OOWWNN AA CCAARR??

Students should consider the costs of bring- approximately $4320 annually to own and oper- ing a car to campus. In recent years the cost of ate his vehicle. This figure is comparable to total gas, when adjusted for the rate of inflation, has expenses of resident tuition and fees at many been at an all time low. Yet owning and operating state universities and more than at most commu- a vehicle costs much more than the price of gas. nity colleges. In a study titled “Congestion Relief,” funded by a federal pilot program, the alternative transporta- In their groundbreaking article, Unlimited tion department of the city of Boulder calculated Access, Jeffrey Brown, Daniel Hess and Donald the true costs of travel by various modes of trans- Shoup tabulate the various costs of an undergrad- portation. The study broke down costs into such uate education at UCLA, citing figures from a categories as individual, government and societal 1996-97 University of California Cost of costs. For the purposes of demonstrating how Attendance Survey. Students living independent- much a student should expect to pay to own and ly off-campus incurred, on average, 13 percent of operate a private vehicle as an individual, only their total living and educational expenses for actual monetary individual costs are cited in the transportation. Students living with their parents following chart. reported that 24 percent of their total costs annually was spent on transportation. The authors A student who makes a typical 8-mile round- concluded that students could reduce the cost of trip to campus driving alone can therefore expect their education by almost 25 percent if they had to pay about $4.25 per trip when she considers all access to a transit pass program. This conclusion the hidden costs of insurance, financing, depreci- suggests that the greatest economic benefits ation, repairs/ maintenance, and registration in would be for students who do addition to the obvious expenses for gas. A stu- not own a car during their dent who drives 8000 miles per year will pay attendance at a university. IINNDDIIVVIIDDUUAALL CCOOSSTTSS CCOOSSTTSS PPEERR MMIILLEE SOV MOV* BUS BIKE

Depreciation/ Financing 25¢ 13¢ 2¢ Insurance 15¢** 7¢** Registration/License/Taxes .2¢ .1¢ .3¢ Gasoline/Oil 7¢ 3.5¢ Repairs/Maintenance 4¢ 2¢ 5¢ Parking 2¢ 1¢ Accidents-user 1¢ 1¢ .4¢ 2¢ Bus Fares 13¢ *** Total User Costs 54.2¢ 27.6¢ 13.4 ¢ 9.3¢

* Two occupants per vehicle ** Insurance calculated for male age 16-20, minimum insurance required by law. *** Costs per mile of transit are for students paying full fares who do not have a transit pass. Cost per mile is much lower for students with a pass in hand.

14 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 44.. TTRRAANNSSPPOORRTTAATTIIOONN DDEEMMAANNDD MMAANNAAGGEEMMEENNTT SSTTRRAATTEEGGIIEESS

The successful implementation of Transportation Demand Management (TDM) strategies is a critical element for universities trying to offer options to drive-alone commuting. Transportation planning that incorporates TDM measures strives to reduce traffic congestion and parking demand by influencing travel behavior. A comprehensive TDM program draws from a wide menu of options. There are a variety of TDM options that can be useful in the context of a university setting:

• Unlimited Access student and employee transit pass programs • Bicycle facility planning and marketing strategies • Pedestrian planning and safety programs • Carpool and ride-arrangers programs • Vanpool programs • Campus shuttles • Parking management strategies • Telecommuting and Flextime

Just as a good car- penter knows you “We found it’s Photo courtesy of Cornell University Transportation Services need to use the right cheaper to pay tool for the job, uni- TTRRAANNSSIITT PPAASSSS PPRROOGGRRAAMMSS versities that choose folks not to park the appropriate TDM rather than build Unlimited Access transit pass programs pro- techniques for their new parking.” vide a new, innovative means to allow students individual needs will and employees unlimited use of transit services more likely be satis- John Crawford, of within the district. Such programs are estab- fied with the results. the University of lished by a contract between the university and The above programs Utah’s Parking the local transit service agencies which provides can be tailored or and pre-payment for transit by a large group of users complemented with - students or employees. In exchange the user additional features Transportation group receives a pass, or a sticker for their identi- such as Reimbursed Services. fication card, which allows them unlimited tran- Rides home, in case of sit use during the specified semesters. The tran- emergencies, and sit agency is often able to offer very low prices for flexible work schedules or telecommuting. student passes, because they are purchased en masse and they tend to use the transit service at Following is a more in depth description of off-peak hours, when ridership is well below the different strategies. capacity. In a certain sense, such programs are akin to yearly memberships to a health club. The

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 15 employees are not limited to using their passes to go to campus, but can incorporate the bus into travel patterns where they may have previously driven, for example to go shopping or to the airport.

There are several factors which moti- vate the transit agency to negotiate a fair price with the university. First off, transit often suffers from an image prob- cost is spread out through all the participants so lem. Buses often con- everyone pays a little bit, in exchange for unlimit- jure up the image of loud, smoking vehicles that ed use of the facilities, as opposed to a higher per run around nearly empty. As the community use fee which discourages utilization. As in the starts noticing students are getting out of their case of the health club, which must count on a cars and onto buses, the image improves. If the certain consistent revenue source through its transit agency is able to expand bus routes and membership, transit agencies know they can frequencies as a result of higher ridership, its depend on a lump sum of revenue from the stu- image improves even more. The transit agency is dent or employee group which will not fluctuate in effect building a constituency, something it as individual fare box revenues do. sorely needs in many political climates.

Student and employee bus pass programs Financially, the transit agency is guaranteed a have been very successful in building transit rid- substantial, consistent source of revenue from the ership for numerous reasons. From the bus transit pass programs. At the onset, students are rider’s point of view, the act of paying fare at the filling up underutilized space, and thus the box creates an inconvenience and expense, both agency is able to collect the revenue without sig- of which are deterrents. The student or employee nificant expenditures. As the programs catches who automatically has the pass can choose to use on, the agency may very well decide to reinvest it freely as often or seldom as he or she wants. the revenues into enhanced service in and around This flexibility encourages those who have never the campus. Transit supporters understand that considered using transit to give it a try. In many not only is the university a very powerful ally to instances, getting past that initial first run is all it have on their side, but that students who have takes to adopt a new way of getting around. positive experiences will continue riding later in Unless the poor student has the misfortune of life, creating a permanent constituency. waiting in the sleet for a late bus, chances are he’s had a positive experience. He might meet Unlimited Access programs are able to pro- new friends aboard the bus or use the bus travel vide equitable access as well. From a social time to cram in a bit more studying or snoozing. standpoint, low-income students and people The professor can jump on board and correct a with disabilities are penalized by transportation few more papers instead of navigating stress systems that emphasize car travel over other inducing traffic in her own car. Word of mouth modes. Low income students and staff may find spreads and ridership builds. Students and it prohibitively expensive to purchase and main-

16 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER tain a personal automobile in addition to paying for permit parking. Students and employees with UUNNIIVVEERRSSIITTYY OOFF CCOOLLOORRAADDOO disabilities may simply not have a choice but to use public transport. Transit pass programs can EEMMPPLLOOYYEEEE BBUUSS--PPAASSSS offer these groups a convenient and inexpensive travel option. PPRROOGGRRAAMM The University of Colorado at Boulder began Edward Beimborn, professor of Urban Studies its employee bus pass program in January 1998 at the University of Wisconsin-Milwaukee, cites after a lengthy period of study and effort spent the UWM’s student bus pass as a major econom- changing a Colorado state law restricting employ- ic factor in enticing a much greater diversity of ee benefits. students from the Milwaukee area: “ The university is trying to broaden its outreach to lower The employee Eco-pass program, as it is income students . The UPass program has called, enables faculty and staff in permanent enabled us to do just that. Our studies analyzing positions of 50% or more to have free unlimited the costs of personal vehicle transportation have access to all Regional Transportation District led us to conclude that the UPass package is the (RTD) buses in the Boulder / Denver metro equivalent of giving each student a $3000 per region. This includes free service to the Denver year scholarship, because it precludes the need International Airport and the high frequency for a personal vehicle. In fact, 10-20% of our stu- HOP and SKIP routes serving campus. The Eco- dents have indicated in surveys that they could pass also includes a free guaranteed ride not afford to attend UWM were it not for the home by taxi in case of an UPass.” emergency. Some universities have started successful bus pass programs which rely on individual student and employee purchase of the pass instead of automatic coverage as described in the umbrella fee based programs described above. The student or employee may opt to purchase a pass which offers unlimited access to all transit services serving the geographical area. The passes do not universally cover all students because they are not paid for by student fee assess- ments. Rather the passes are funded through a combination of individual user fees and other means, such as the receipt of a certain percentage of parking revenues. The University of Initially parking rev- Washington’s U-Pass program enues were proposed to serve as the primary and Cornell University’s source of funding the employee eco-pass. There Omniride pass are good examples of this type of were many questions regarding the feasibility of optional transit pass programs. using parking revenues as the principal source that needed to be addressed before the project could be implemented. Therefore the university commissioned a feasibility study to determine if the Parking Services budget could accommodate

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 17 this new expenditure and how much parking rates of 15% spread over five years would be adequate to would have to rise to do so. fund the program. This translated into faculty/staff permit monthly price increases of $3 for close in The costs of the program were determined to lots, $2 for paved peripheral lots, and $1.50 for grav- total about $500,000 per year with $380,000 paying el lots. The second year increases needed only be for contract fees with RTD, and the $120,000 bal- half of these increases. ance paying for administrative staff and overhead costs. The revenue sources would be drawn from The results for bus ridership were projected to the faculty/staff monthly parking permit fees, visi- increase to about 540,000 work-to-home trips after tor parking lot fees, parking lot and meter violation the Eco-pass distribution, an increase of about 68% fines, and business permits. The Parking Services from the pre-program trips of 320,000 trips. The net operating income needed to total $1.58 million increase in ridership is projected, in turn, to free up to keep up payments on its 1990 capital project 320 parking spaces by shifting employees from their bond with its debt service ratio of 1.25. cars onto the bus. All together such a shift results in a savings of $2.6 to $3.2 million in parking structure In order to understand the underlying econom- costs. ics of the eco-pass programs, work trip mode per- centages were estimated. The resulting figures indi- Despite the fact that the entire employee eco- cated that 62% of employee trips were made in sin- pass program could have been funded solely from gle occupant vehicles, 13% were made on the parking fee increases, objections bus and the balance of trips were were raised by several fac- made by foot, bike or carpool. ulty members and 55% of university employee parking permit commuters were park- holders to this ing permit holders. financing mecha- The substitution nism. The effect of employ- employee eco- ees dropping pass program their permit eventually was parking pur- implemented with chases only 30% of its when they funding from park- receive a ing fee revenues with free pass the remainder coming needed to be from the university general taken into fund (49%) and a head tax account in pro- from auxiliary departments’ bud- jecting revenues. gets (21%). In its first year, the RTD Also, the effect of contract fee came in $110,000 lower than antic- increasing permit prices on ipated in the feasibility study because RTD dis- sales of permits had to considered. How much counted their fee. The city of Boulder, in an effort to could prices increase before sales dropped off? The promote alternative transportation, also paid 25% of analysis indicated that small increases would have the total amount of the contract, a sum which will very little impact; even an increase of 25% would be phased out over five years. result in only a 4% decline in sales. After its first year of operation, RTD performed The study’s financial projections for the Eco- a survey which calculated the faculty/staff rider- pass program were promising. They did, however ship increases since the implementation of the Eco- indicate the necessity of funding sources other than pass program. Five hundred of the 5,600 eligible parking revenues should parking permit fee increas- CU faculty and staff members were surveyed. The es be kept to under 10% the first year. Fee increases survey results showed dramatic increases in transit

18 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER ridership. The number of one-way bus trips per week to or from work increased from approximately 4,935 prior to the introduction of the faculty /staff Eco-Pass program, to 9,090 at the time of the October survey. This increase of 4,155 trips per week works out to an increase of 84% over the pre-Eco-Pass ridership. This number substantially exceeds the 68% increase projected by the financial feasibility study cited above.

The impact of the program on parking demand is another key area of interest. The same survey asked faculty and staff members how many times a week they parked a vehicle on campus before and after the program. The survey results indicated a 5.69% drop in on-campus parking amounting to 179 fewer people a day parking on campus. Taking into account turnover rates, this translates into about 147 parking spaces a day that have been opened up as a result of the F/S faculty Eco-pass program. In the comparative Annual Cost Analysis displayed below, the cost of reducing parking demand through CU’s F/S Eco-pass program is compared with the cost of building a similar sized parking garage.

A parking study suggests that the CU Boulder campus has enough parking availability to absorb the anticipated permit parking requests for the next 5 years. However building construction will eliminate parking spaces while the administration plans to increase the number of students, faculty and staff. The projected increases might lead to the construction of more parking unless other options can offset the need. The faculty/staff Eco- pass program combined with the continued strength of the student bus pass program appears to be successful in managing parking demand.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 19 CCOOMMPPAARRAATTIIVVEE AANNNNUUAALL CCOOSSTT AANNAALLYYSSIISS:: THE UNNIIVVEERRSSIITTYY OOFF COOLLOORRAADDOO EMPLLOYEE BUS PAASSSS COMPARED TTOO ALLTTERNATTIIVE STTRATTEGY OOFF IINNVVEESSTTIINNGG IINN ADDIITTIIONALL PPARKIING SSTTRRUUCCTTUURREESS..

This analysis was performed by the Parking and Transit services division at CU-Boulder as an analysis of the first year of the new employee bus pass program. The technique should be applicable at other schools.

Summary: Parking demand was reduced by approximately 147 spaces via the faculty/staff Eco Pass program at a cost of $1,354/yr./parking space. A new parking structure to accommodate the same demand would cost an estimated $1,866 in principal & interest per additional space. In its first year, by reducing parking demand by 147 spaces, the Eco Pass program appears to yield net savings of $512 per parking space, or $74,889 gross savings over the cost of adding 147 new parking spaces.

TOTAL 1998 F/S ECO PASS COST TO CU $199,606

Now let us consider the cost of meeting this demand through constructing a parking structure. The costs shown in the following table are to construct a two-story parking garage over an existing surface parking lot. These costs do not include cost of land, operation, maintenance, repair, or demolition. Also, these numbers may change substantially in the following year, as costs and ridership are both projected to increase. Costs to Reduce Parking Demand Number of parking spaces “freed up” by the the faculty/staff pass 147 Cost to free up each parking space using the eco-pass program $1,351

Cost to Provide Same Number of Additional Spaces in a New Parking Structure Number of spaces in existing lot 147 Number of spaces in new structure 294 Net number of parking spaces added 147 Cost per space for construction $8,200 Architectural & Engineering Contingency and Bond Issue per space $2,050 Cost per space to build $10,250 Projected construction cost $3,013,500 Cost for Interest $2,456,388 Total Cost to Build and Finance including P&I $5,469,888 Annual Debt Service Payments $273,494 Savings from Eco-Pass Program Annual cost for new parking space $1,866 Annual cost to free up space using eco-pass $1,351 Annual savings per space using Eco-pass program $512 Annual Debt Service for Garage $273,495 Annual savings per space using Eco-pass program $199,606 Net Annual Eco-Pass Savings $73,888

20 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER TTIIPPSS FFOORR CCRREEAATTIINNGG AA Funding faculty/staff programs is often more problematic than student passes, since employees SSUUCCCCEESSSSFFUULL TTRRAANNSSIITT PPAASSSS usually do not have a mechanism to vote in mandatory fees. Other sources of funding must PPRROOGGRRAAMM be identified. These often include parking fee revenues and sometimes, general or auxiliary When a university decides to initiate a transit department funding. It is possible to build transit pass program, there are often a number of deci- pass costs into the employee benefits package. In sions to be made regarding various issues. There some circumstances it is less costly to raise park- are particular points that need to be negotiated ing rates to purchase transit passes than it would with the transit agency. There is also the larger be to instead build the additional parking that issue of how to fund the program. would be required without the passes. In other words, even for those people who never use their FUNDIING STTRATTEGIIES:: passes, their parking rates are lower than they would be without the passes. This is particularly Most student bus pass programs are funded true if a campus is at the stage of transition from directly by the students raising their own fees surface to structured parking. through a referendum vote. With this method, every student pays a little into the pot so that all Another important consideration for admin- can benefit. The advantage to this system is that istrators is institutional debt capacity. Since tran- all registered students have a transit pass in hand sit passes do not involve major capital invest- for their use at any time whether that be regularly ments, they do not strain the debt capacity or or on an occasional basis. The automatic umbrel- affect the bond rating of the school. This is a la coverage entices students who have rarely, or major incentive to invest in transit, rather than never, used transit before to give it a try. At most capital intensive parking. universities where this has been attempted, students have strongly supported the program. As In some cases, the municipality or transit an example, students at CU-Boulder voted by a agency may be willing to provide some start up margin of 4-1 in 1992 to assess themselves a funding, to allow the school to ease into a transit $10/semester fee for limited transit passes; in pass program. At CU Boulder, for example, the 1996 they voted by a 16 to 1 margin to increase City of Boulder provided some funding in the ini- the fee in order to have access to more services. tial years of the student and faculty/staff passes, in order to encourage the school to move ahead. On the other hand, certain universities have decided to create optional bus pass programs for TRANSIITT AGENCY NEGOTTIIATTIION POIINTTS students and/or employees. The University of Washington’s U-PASS program is optional and Before the price per student can be settled, the yet 85% of students choose to purchase it, and university needs to enter into negotiations with 64% of employees participate. The UW students the transit agency. Some transit agencies will have automatically receive the pass with their registra- established pass guidelines; with others you may tion packet, yet they can opt to receive a refund if be starting from scratch. A few points to keep in they send their sticker back in requesting the mind: refund in writing. This negative check-off system obliges the students to take action in order to not • Students tend to travel at off peak hours. It costs a receive the pass, thus encouraging them to keep transit provider very little to service off peak riders if they it. Employees can opt for simplified automatic just fill empty seats on the bus. Most students get up a payroll deductions to purchase the pass. With little...well...later than working commuters. This means optional bus pass programs, other sources of that they miss the AM rush. You may need survey data, funding besides user fees are generally incorpo- or class scheduling data to convince the transit provider. rated into the financing.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 21 • Make the bulk discount argument. Many validation for each student or faculty that is agencies offer substantial discounts to riders who affixed on each university ID card. purchase tickets in bulk. As an example, one Colorado transit provider which charges 75¢ per 2. The transit agency produces their own ride allows riders to purchase a 10 ride coupon photo ID card. for $5.75, or 57.5¢/ride. Well, if you are purchasing a million rides, how big should your discount Each method has its advantages and draw- be? This is not a rhetorical question. Many larg- backs. The second method may be cumbersome er schools measure the use of their pass programs for users who need to carry two cards and in millions of trips per year. requires an additional step for users to obtain them. With the advent of magnetically striped all • Make the marketing argument. If students purpose id cards that are issued at the onset of learn to ride the bus early, the transit agency may enrollment or employment, the extra ID stickers have customers for life. In addition, filling up may also require that extra step. As noted before, empty seats helps with a big image and PR prob- each additional step acts as a hindrance to use, lem for many transit agencies. especially among infrequent users. The advantages of both methods are that the transit agen- IID CARDS cies have accurate records of whose ID are still valid within a designated time frame. The question of how to identify bus pass users is another issue that needs to be resolved More universities are moving towards ID with the transit agency. The transit agencies are cards with magnetic strips, or embedded chips. typically concerned about the possibility of fraud- These cards encode identifying information about the user in a magnetic stripe on the back side of a picture ID. With one swipe of the card, the university card checking mechanism records transac- tions as well as verifying the current status of the user’s eligibility. Thus a terminated student or employee can not continue using their card after its expiration. The ultimate solution is probably for transit agencies to install on-board card read- ers capable of reading these cards and checking against a validation database. MARKETIING It is not enough just to create a transit program. It is important to make sure that the campus population understands their transportation options, so they will use the program. This ulent use of the transit pass by students and means that marketing should be built into the employees who continue to use them after their program budget from the start. For larger pro- termination at the university. This area of concern grams this will probably include marketing staff. can turn into a sticking point in negotiations. Yet the methods of accurately identifying users can end up At a minimum, you should consider: being an obstacle for users validating their passes. • An advertising effort through e-mail, cam- The two most common approaches for pro- pus newspapers, and other campus media that viding student and employee bus pass identifica- explains and promotes the transit passes. tion are: • Campus displays that provide transit maps 1. The university provides a current sticker and schedules. Some displays even have tele-

22 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER UUNNIIVVEERRSSIITTYY OOFF WWIISSCCOONNSSIINN:: MMIIDDWWEESSTTEERRNN TTDDMM SSUUCCCCEESSSS SSTTOORRYY The University of Wisconsin at Milwaukee (UWM) is located 1 mile from Lake Michigan in the eastern half of Milwaukee County. Student enrollment ranges between 20,000 to 24,000 students, with only 2,100 living on campus. Many students drive alone to campus causing a serious shortage of parking. The university decided to adopt the UPASS program with the objective of shifting students out of their personal cars into transit, thus mitigating parking delays and relieving pressure on the surrounding neighborhood. phones hardwired to call the transit agency information line. In the fall of 1994, the university, in conjunction with the • Put as much information as possible on the Milwaukee web. County Transit “ The university is trying to System, devel- broaden its outreach to lower Additional marketing efforts should include: oped a student income students . The UPass transit pass pro- program has enabled us to do • Special media publicity events. For exam- gram which allows unlimited just that. Our studies analyz- ple, a time trial competition between vehicles, ing the costs of personal vehi- bicyclists and pedestrians, etc. access to all county transit service. cle transportation have led us • Alternative transportation awareness The pass is paid to conclude that the UPass events. For example, a “Don’t Drive One in Five” for by a special package is the equivalent of week with each day highlighting a different alter- student fee of $29 giving each student a $3000 per native mode. assessed to all year scholarship, because it students as part precludes the need for a per- • Special Earth Day Events of their tuition. sonal vehicle. In fact, 10-20% of All fee paying our students have indicated in students, taking • Implementing an Employee Transportation surveys that they could not Coordinator program, where coordinators in at least one credit hour, receive the afford to attend UWM were it campus departments encourage coworkers to use not for the UPass.”-- their passes. UPASS.

• Distributing transit information with park- Prior to the Edward Beimborn, professor ing permit sales and registration packets UPASS imple- of Urban Studies at the mentation, 54% of University of Wisconsin- students sur- Milwaukee veyed indicated they were driving to campus, while only 12% were using the transit service. Within one year, surveys indicated students driving alone fell to 38-41%, while transit

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 23 ridership among students doubled to 25%. Results from mode choice surveys and analysis TTHHEE BBIICCYYCCLLEE:: VVEEHHIICCLLEE FFOORR concluded the following: AA HHEEAALLTTHHYY CCAAMMPPUUSS VEHICLE TRIPS DIVERTED FROM CAMPUS AND REDUCTION IN VEHICLE MILES The bicycle is an integral form of transporta- TRAVELED (VMT): 221,055 vehicle trips were tion on many university and college campuses diverted from campus during the 1994-95 acade- across the country. Bikes are used for commuting mic years resulting in 5,084,265 VMT reduction to campus, for getting around on campus and for for round trips. general recreation and exercise purposes. Some of the reasons they are so widely used is because REDUCTION IN EMISSIONS: Using the they are quick, energy efficient, cheap, pollution Regional Planning Commission’s identification of free, and their use contributes to a reduction in volatile organic compounds, nitrogen oxides and automobile traffic. carbon monoxide, the UPASS resulted in a 20% decrease in emission rates for trips to UWM, The level of bicycle use, though, is dependent based on the average weekday reduction in VMT. upon the availability of various facilities and services such as; bike paths and lanes, proper sig- SAVINGS IN FUEL CONSUMPTION AND nage, bike parking, measures taken to deal with OPERATING COSTS: Using values provided safety issues, and the level of coopera- by the American Automobile Association calcu- tion between the school and the lated for reductions in daily VMT, sav- town or city in which it is located. ings for fuel consumption were esti- Obviously, climate and topogra- mated to be 242,108 gallons of phy are also influential factors. fuel at a savings of $295,371 over the 1994-95 academic BIIKE PATTHS / BIIKE year. Total operating costs, i.e. insurance, maintenance LANES and general operations, were calculated to be 29.3 Bike paths and cents a mile for student dri- lanes are essential vers. Calculated for VMT to any successful reductions, total opera- bike plan. tional savings for stu- Cyclists need dents were estimated at to have desig- nearly $1,490,000, more nated routes than the $1.2 annual cost on which they for the UPASS program. can travel routes that con- STUDENT ENROLLMENT: nect them to key In the Spring 1995 survey, areas of campus and almost 15% of respondents indi- to the surrounding community. The choice cated that the UPASS would have a between lanes and paths depends on a few fac- major impact on their decision to enroll at UWM tors. in the future while 21% indicated it would have a minor effect on their decision. Bike lanes are areas of the street that are designated for bicycles. Cyclists are generally expect- ed to follow the same rules of the road as motorists and to stay inside the designated lanes. The required width of such lanes may vary for different areas of the country, but the City of

24 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER Davis, for example, has an 8 foot width guideline One solution many campuses have imple- when a lane is adjacent to the curb and a 7 foot mented is dismount zones, where cyclists are guideline for streets where parking is allowed. required to walk. Dismount zones come with a Lanes provide safe and efficient bicycle circula- cost however. Enforcement can be quite expen- tion and have been shown to significantly reduce sive, requiring the use of police or specially hired conflict between bikes and cars. enforcement personnel. If dismount zones are too pervasive they can also discourage the use of Bike paths are off street routes that are desig- bicycles. One of the advantages of cycling is that nated for bike-only travel or for combined bike- at many campuses it allows travelers to park pedestrian travel (sometimes with a median or right at their destinations, rather than at outlying divider to separate the two modes). Paths are lots. This can give bikes a time independent of roads but are often found follow- advantage compared to dri- ing the route of ving. If dismount zones do major city not allow direct access to streets. Bike academic buildings, this paths are useful incentive can be lost. in areas where motor vehicle SIIGNAGE speed is unsafe or uncomfort- The use of signs on able for cyclists. bike paths and lanes is Paths are also essential for a success- good in open ful bikeway plan. space or greenbelt Proper signs include: areas. One prob- Route Identification lem with paths is Signs (Bike Path, the presence of Pedestrians only, etc.), driveways and Orientation Signs (maps), side-roads. They Directional Signs (to act as an Downtown, to Stadium, etc.), unsignaled inter- Traffic Control Signs (Stop, section for cyclists Yield, Dismount), and Advisory and can prove to Signs (Bumpy Pavement Ahead). be dangerous. With proper plan- Signs such as these help ning and place- cyclists have safer and more effi- ment of signs, cient trips. Riders not only know these problem where a particular path will take areas can be miti- them, they know which areas to gated. avoid (pedestrian only). This type of planning increases ridership because it makes the experience BIICYCLLE/PEDESTTRIIAN CONFLLIICTTS easier and more efficient for the rider. A student will be more likely to take up bicycling as a It is common to have significant conflict means of transportation if they know how the between pedestrians and cyclists in the campus routes work and that they will receive guidance environment. While these seldom lead to fatal (signs) if they need it. injuries (as in pedestrian-car and cyclist-car inter- actions) they do lead to accidents. When cyclists weave their way through dense crowds of pedestrian during class change hours, the results are often unpleasant.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 25 According to a 1996 study, 60% of student trips to UUNNIIVVEERRSSIITTYY OOFF CCAALLIIFFOORRNNIIAA AATT campus are on foot or by bike as opposed to 21% in single occupant cars and 15% in buses. Most students DDAAVVIISS:: CCRRUUIISSIINN’’ IINN TTHHEE live within a three mile radius of campus, while many more faculty and staff live out of town, requiring a CCOOUUNNTTRRYY’’SS BBIICCYYCCLLEE CCAAPPIITTAALL minimum 10 mile commute. Nonetheless, 20 % of faculty/staff make their way to campus by bike or on The University of California at Davis is locat- foot. Largely because the distances are great within ed in the City of Davis in a predominantly agri- campus, cyclists outnumber pedestrians 4 to 1. cultural area of California’s central valley. With a student population of 22,000, the University is a central part of this medi- um sized city of 53,000 people. This setting, with hot summers and mild winters and fairly flat terrain, is ideal for bicycle transportation. The transportation needs of students, faculty and staff are met by bicycles perhaps more than in any other US city. In fact, Davis has earned the title of “Bicycle Capital of the U.S.” because it has such a high

Photos courtesy of University of California at Davis Transportation and Parking Services

Part of the reason UC Davis is such a bicycle friendly school is due to their extensive network of bike paths and lanes that travel to and around campus. The central campus encompasses 832 acres of land and has approximately 14 miles of bike paths and 12 miles of shared roadway. The motto that defines the bike program at UCD is “Enforcement, Engineering, Education and Encouragement.”

ENNFFOORRCCEEMMEENNTT The University has succeeded in setting volume of bicycle use. On any given day on cam- various standards and regulations for bicycle rid- pus, there may be 15,000 bike commuters. ing on their campus. UC Davis prohibits bike riding on any landscaped areas, pedestrian corri-

26 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER dors, pedestrian ramps, or in any designated areas posted with signs. Bicycle speed limits are posted for both pedestrian and cyclist safety. Enforcement of bicycle traffic, registration, and parking regulations is handled by the University Police Department and Transportation and Parking Services (TAPS). All UCD campus bicycles must have a current California License, which not only helps the TAPS office keep track of how many bikes are on campus, but also helps with the return of stolen bicycles. Bike racks and pods are offered and parking regulations are strongly enforced to ensure that the bike program works for everyone on campus. UC Davis keeps bicycle ridership levels high by enforcing these regulations (and others) that contribute to the smooth traveling of cyclists to, from and around campus.

ENGIINEERIING UCD has incorporated several unique bike planning design features at their campus. In 1972, UCD closed off the core area of the campus to motorized vehicles. They have also modified intersections. The bike route intersections were confusing and tended to both slow down bike traffic and cause accidents. The solution was to install traffic circles, a standard traffic calming device normally used at motorized vehicle intersections but not for cyclists. The result was faster travel times and less conflicts for bicycle commuters.

A second unique device was the implementation of a special bike signal head at a very busy car/ bicycle inter- Courtesy of University of California at Davis section bordering campus. One thou- Transportation and Parking Services sand bikes per hour pass through this particular intersection at peak times. The bike signal allows bicyclist only to go through the intersection before the rush of cars, giving them a head start on traffic. The signal head, installed on a five year experimental basis, has substantially reduced motor vehicle conflicts and collisions.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 27 EDUCATTIION AANNDD EENNCCOOUURRAAGGEEMMEENNTT • BIIKE HELLMETT RENTTALL:: The level of bicycle use would not be possible The city rents bike helmets for $1/day plus a without a strong partnership between the City $10 deposit. This service ensures that everyone and the University. The City of Davis and the has access to a helmet, whether they have recent- University offer numerous services and opportu- ly lost theirs or cannot afford one, they are still nities that have been a crucial part in making this able to protect themselves from serious injury. bike community so strong. Some of those include: • DO-IITT-YOURSELLF BIIKE REPAIIR AND • BIIKE RIIGHTT,, TTHE UCD BIICYCLLE MAIINTTENANCE:: SAFETTY AND INJJURY PREVENTTIION The ASCUD (the student government) Bike S I P Barn provides a tool-loan service, friendly PROGRAM:: advice, and space for students who wish to do This program is run by the Health Education their own repairs on the premises. Students are Program of the Student Health Center and is able to do inexpensive repairs on their bicycles funded by a grant from the California Office of and get help if needed. This keeps people riding Traffic Safety. It offers a variety of educational when they would otherwise not be able to afford programs, information, and special events to pro- maintenance costs. mote bicycle safety at UCD. • BIIKE COMMUTTER SHOWERS & LOCKERS:: Students, staff and faculty bike commuters can obtain free privilege cards to use showers, locks and towels upon arrival for work or classes. This is yet another service which encourages bicycle riding by making it easier and more accessible for people to plan their days around riding.

• BIIKE AUCTTIION:: Both the University and the City hold periodic auctions of abandoned and unclaimed bicycles. Recycling bicycles makes them cheaper and thus more available for a larger group of people.

• CLLASSES:: Bicycle repair and maintenance classes are open to everyone and are taught at the Bike Barn through the ASCUD experimental college. The Physical Education Department also offers an introductory course on cycling techniques for UCD students. Courtesy of University of California at Davis Transportation and Parking Services

28 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER • BIIKE CLLUBS:: The University of Oregon offers many options for alternate modes of transportation and has The Davis Bike Club (DBC) promotes the safe, been successful in getting people out of their cars. fun and healthy use of bikes for recreation, fit- Some of these features are: ness, competitions and commuting. DBC spon- sors many different races in the area as well as long distance tours. The club’s members are • TANDEM TAXII SERVIICE:: active in improving the Davis cycling environment. This innovative service is a free, evening transportation option for students, staff and facul- UC Davis faces challenges ahead as the city ty at the University of Oregon. Those needing a and campus experience growth and changing ride can flag down the tandem (two person) or demographics. As in many growing communi- triplet (3 person) bikes and receive rides to wher- ties, the new residents may not necessarily bring ever they need to go. The taxi service offers with them the travel behaviors or values neces- Sunday night Amtrak and Greyhound pickups, sary to maintain and promote cycling as a prima- bike-rack security patrol, emergency repairs for ry transportation mode. However, Davis contin- other cyclists and direct communication with ues to be a pioneering model for other communi- public safety. ties hoping to establish innovative and viable bicycle programs and facilities. • BIIKES ON BUSES:: All Lane Transit District (LTD) buses offer bike racks on the front of the bus. With valid UNNIIVVEERRSSIITTYY ID’s, all students, faculty and staff can ride LTD U buses for free, OF REGON and with the OF OOREGON:: option of bringing their bikes TTWWOO--WWHHEEEELL along, they can explore new TTRRAAVVEELL IINN places that would normally be out EEUUGGEENNEE of reach by bicycle. By combin- The University of ing the options of Oregon in Eugene is two modes, the centrally located in amount of people the northwest with utilizing both of the Pacific coast to the them increases. West and the Cascade Bicyclists who Mountains to the don’t like to ride East. This idyllic set- at night can ting offers a multi- choose to put tude of outdoor activ- their bike on a ities. A few of the bus and still get activities the students home without the engage in while on use of automobiles. the campus include walking and biking, sometimes as recreation, but mainly as a form of transportation. • BIICYCLLE PARKIING:: The University has made it a priority to provide adequate and safe bicycle parking facilities. The University undertook a $400,000 capital con-

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 29 struction program in 1996 to improve and expand the campus bicycle systems. They now have over 4,600 parking spaces, which include lockers and covered and uncovered spaces. Because of Oregon’s wet, rainy season, covered bike parking areas are essential to continue the encouragement of bicycle riding. Part of the University’s bicycle plan also involves a policy that requires new building projects to include a suitable amount of bike parking. Lighting and theft resistant racks are also a priority in bike parking areas, to ensure the safety of students and their bicycles.

30 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER the short distance has reasonably good pedestrian CCRREEAATTIINNGG AA PPEEDDEESSTTRRIIAANN amenities. The University of California-Berkeley, for example, has 51 % of its students citing walk- FFRRIIEENNDDLLYY CCAAMMPPUUSS ing as their primary mode of transportation to campus. The compact design of the neighbor- Walking to campus is one of the most com- hoods around the campus with ample student mon forms of transportation, especially among housing clustered nearby accounts for this high students whose housing is number. In fact, 59% of clustered within a mile. The UCB students live only definite cost to travel- within one mile of cam- ing by foot is the wear and pus. tear on one’s shoes. Some studies count the time factor University leaders involved, but the cost of should keep the prox- time is a subjective mea- imity to student hous- sure; should the exercise ing in mind as they gained be weighed in, the consider campus time spent has been produc- expansions. When tive. Walking has, in fact, satellite campuses are been touted as an extremely created far from the healthy activity for body core area of the central and spirit. It can stimulate campus, local business- circulation and increase cares and housing, they dio-vascular strength, and can create transporta- because it is a weight bear- tion problems. ing exercise, it can diminish University planners the prospects of osteoporo- need to also consider sis. People who walk on a how the construction of daily basis report higher parking facilities affects levels of energy and less the pedestrian environmental fatigue and depres- ment. Often parking sion. Walking is also per- lots are placed on the haps the most environmen- fringe of campus tally benign form of trans- because this is where portation. land is available. If this location is between the Distance is certainly a campus and a residen- major reason why more people do not choose this tial district it can greatly diminish the desirability simple and healthy form of transportation. for walking. Most people simply don’t like walking Another factor many people cite is the lack of through a sea of asphalt to reach their destination. safe, convenient access to their destination. Often Furthermore, the parking lots’ large driveways can pro- lack of aesthetic interest contributes to a hostile duce hazardous conditions for pedestrians. Even pedestrian environment. Universities can work adding the basic amenity of a sidewalk will not make with the surrounding communities to mitigate this an aesthetically pleasing experience, even if it is a these deterrents through land use and pedestrian safer one. If a university wants to promote pedestrian facilities planning. travel, the campus master plan should prioritize convenient, safe and interesting access. Mixed land use, such Let’s consider the distance factor. Universities as stores and restaurants interspersed with residences, and colleges that provide for housing on or near creates a more appealing pedestrian environment. campus will have a far greater percentage of students walking to campus. This is especially true if

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 31 The primary pedestrian facilities are the side- supposed to have priority at any signed crosswalks that link the buildings within campus and walk whether or not there is a stop sign or light. link the campus to the adjacent neighborhoods. Unfortunately, however, motorists do not always Sidewalks should be wide enough to accommo- yield the right-of -way , creating a dangerous sit- date foot traffic flows in both directions. Ideally, uation for pedestrians. Enforcement of traffic they should be set back from the street to mini- regulations and severe citations for moving vehi- mize the negative effects of vehicle traffic such as cle violations may help remedy the safety issues. noise, pollution, hazards, and splattered mud This is where close collaboration between the uni- puddles. Barring the possibility of a landscaped versity and the municipality can really help out. strip, at least a row of parked cars can serve as a Campus police can enforce traffic regulations on barrier. Sidewalks should be in good repair and campus, but it is up to the municipal police to free of encumbrances like cracks and heaved, enforce them in adjacent areas outside campus. uneven concrete. Curb cuts at intersections are The better the working relationship between the university and the community, the more cooperation will exist in enforcing safety laws.

Pedestrian conflicts with bicycles can be mitigated by providing clearly marked bike routes that are well separated from pedestrian routes. Creating safe and convenient access for cyclists will go a long way in reducing conflicts. Often cyclists don’t want to get mixed up with pedestrians, because it slows them down and can cause accidents, but they end up jump- ing on sidewalks to avert a dangerous situation with motorists. The other reason cyclists ride on pedestrian paths is to take a shorter route. Providing express cyclist routes on campus will give them a quick and convenient alternative. useful for everyone but essential for wheel chair users and people pushing strollers, the latter All forms of transportation ultimately end up being a more common sight on commuter cam- with walking, whether it be walking from a tran- puses. Joint planning with the city is needed to sit stop, parking lot or bike rack. It is absolutely create good pedestrian facilities. critical that this most natural, cornerstone form of transportation be given highest priority in plan- Conflicts with motorists, and to a lesser extent ning if university leaders want a pleasant, safe with bicyclists, are a discouraging problem for and accessible campus. Besides the basic safety many pedestrians. Clearly marked routes and measures already discussed, innumerable other crosswalks are critical for promoting a safe walk- factors will contribute to a desirable pedestrian ing environment. Signage also plays a big role. environment. They can range from the expensive Motorists need to clearly understand that pedes- and large scale, such as a pedestrian passage tun- trians have priority in the crosswalk at stop signs neled under a busy street, or the small and inexpen- and stop lights. In certain cities, pedestrians are sive like chairs and tables set out in front of a cafe.

32 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER Interesting architectural facades, inviting porches as bicycles and bus over automobiles will pro- and store fronts, pedestrian plazas and arcades mote a pedestrian - oriented campus. Planners are all components of a pedestrian friendly realize that to achieve a campus such as this, atmosphere that the university can help promote extensive paths and walkways and an efficient on and off campus. Higher density and mixed transit system are necessary. Standards that the use developments around campus will also University of Iowa has chosen to follow are as encourage walking as a primary mode to campus. follows:

• All pedestrian routes must meet ADA standards. UUNNIIVVEERRSSIITTYY OOFF IIOOWWAA:: DDEESSIIGGNNIINNGG AA WWAALLKKAABBLLEE CCAAMMPPUUSS The University of Iowa, in Iowa City, provides a good example of a school that has examined its transportation and planning needs and developed a plan for instituting solutions. The plan includes a strong emphasis on making the campus pedestrian oriented. Achieving Distinction 2000, A Strategic Plan for the University of Iowa outlines the University’s planning principles, implementation strategies and development guidelines with the key purpose of providing continuity to the • Pedestrian movement takes priority over diverse elements of the campus environment. A vehicular movement few of the main problems identified were: • Vehicles and bicycles must always yield to • Conflicts among vehicles, bicycles and pedestrians pedestrians.

• Too many vehicles on campus • A continuous pedestrian system that connects buildings, parking areas, and exterior spaces and • Access difficulties for people with mobility minimizes potential conflicts with motorized problems vehicles.

The goal of the University of Iowa’s Pedestrian - Their plan will be implemented by minimiz- Oriented Campus Plan is to maintain, expand, and ing the intrusion of vehicles into campus and emphasize safe, efficient, and effective pedestrian keeping general vehicular circulation to the cam- movement through campus. The University’s pus periphery, recognizing that bus service, emer- Campus Planning Framework states that giving pri- gency and service vehicle access must be provid- ority to alternative modes of transportation, such ed.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 33 Numerous pedestrian oriented routes, pedestrian bridges, gathering sites, open space areas, corridors and pedestrian connections are a part of the University’s Campus Planning Framework.

A campus such as this will not only reduce environmental pollution caused by automobile use, it will promote the health and well being of those utilizing the alternative forms of transportation that this school has to offer. If safe, convenient and efficient pedestrian routes are made available, people will use them.

34 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER UUNNIIVVEERRSSIITTYY OOFF CCAALLIIFFOORRNNIIAA AATT •LIIGGHHTTIINNGG/EMMEERRGGEENNCCYY TEELLEEPPHHOONNEESS:: The University installed emergency phones, clear- BBEERRKKEELLEEYY:: SSAAFFEETTYY CCOOUUNNTTSS FFOORR ly indicated by blue lights, throughout the campus for those in need of police or medical assis- PPEEDDEESSTTRRIIAANNSS tance. As an added safety measure for walking, biking and bus riding students, the University The University of California at Berkeley sits in installed new “Code Blue” phones in the Night one of the most densely populated areas of the Safety Shuttle stops and the nearby parking areas. U.S. Transportation is a hug issue for the University as well as local government. The university is landlocked, thus parking expansions pose an enormous challenge. UC-Berkeley is largely a pedestrian campus, with 50% of students citing walking as their primary mode. A strong plan and realistic regulations had to be set to ensure safe bicycle riding and pedestrian transportation. University administrators have tried to alleviate potential dangers for pedestrians by implementing safety measures through their “Safety Counts” campaign. Components of this program are described below:

• CAAMMPPUUSS PAATTRROOLLSS:: Uniformed and non uniformed officers patrol the campus on bicycles and on foot (as well as in cars and on motorcycles) 24 hours a day, enforcing regulations and ensuring pedestrian and cyclist safety.

• NIIGGHHTT ESCORTT SERVIICE:: Community Service Officers, who are trained student employees of the University of California Police Department, provide a walking escort for students, staff and faculty during the evening hours. Individuals can be escorted to nearby residences, parking structures or public transportation facilities.

•• NNIIGGHHTT SAFETTY SHUTTTTLLE:: The University offers a shuttle service that takes students to and from the campus during the evening hours, providing door to door service on the north side of campus. This service is offered by Parking & Transportation and is an extension of their regular day-time shuttle services. It is aimed at safe transit to and from the campus for students in evening classes or those studying late at night. Students that walk or bike to campus during the day and feel unsafe doing so at night can take the shuttle.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 35 The university can provide the needed CCAARRPPOOOOLLSS:: LLOOWW CCOOSSTT AANNDD assistance and encouragement in many different ways. A simple and low-cost method is providing EEFFFFIICCIIEENNTT TTRRAANNSSPPOORRTTAATTIIOONN a bulletin board specifically for rideshare arrangements in university department offices, classroom buildings and student centers. A more sophisti- OOPPTTIIOONNSS cated method is to provide computerized ridematching services, such as the University of Washington employs. Participants fill out an application or phone a “rideshare hotline” which gathers pertinent data about the commuter’s particular needs, locations, schedules, how many days per week, etc. Potential ride sharers are then matched up by their needs until a mate is found. Ride matching activities may be the responsibility of a designated Employee Transportation Coordinator, as at the University of California at Santa Cruz, or a special rideshare staff person as at UW.

Another creative way to form a new carpool or expand an existing one is to run classi- fied ads on a website, transportation newslet- ter, or student newspaper. Cornell University publishes rideshare classifieds in their “Commuter Connection” list which runs free of charge on their website and in different publications. Carpool and ride-matching programs have the potential to substantially reduce vehicle trips Additional measures and support services to campus without requiring large expenditures may enhance carpool ridership. Preferential to do so. Carpooling involves two or more peo- parking for carpooling participants in close-in ple sharing the use of their private vehicles to get lots may convince commuters to share their rides. to and from campus. Carpool participants may Some universities, such as Cornell, give car-pool- opt to always use the same vehicle and reimburse ers reduced price parking permits and even the driver for expenses or rotate the use of each rebates, depending on how many people ride participant’s vehicle. together and where they choose to park. Allowing more flexibility in work schedules and People can decide to form carpools on their providing a reimbursed “emergency ride home” own for several reasons: opportunities for com- often alleviates qualms about not having one’s panionship and socializing, reducing commute own personal car on campus. Providing a limited costs by sharing parking and car operation number of single use parking permits for car- expenses, and similar schedules /destinations are poolers who need to drive their own car occa- all common reasons. Simply leaving people to their sionally provides a measure of flexibility and own devices, however, will usually result in few car- security. Having a university fleet car pool avail- pools; the occasional housemates or spouses who hap- able for employee use for special meetings and pen to have similar schedules might ride together, for engagements during the day is another benefit example. Getting strangers to arrange ride sharing is a which promotes carpooling. The same can be said more difficult task, one that is encouraged by an out- for convenient shuttles which can take students side “helping hand”.

36 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER and employees to commercial or restaurant dis- vehicle at his or her home and is responsible for tricts for midday lunches or errands. Many times picking up passengers at a designated time and the key to success in encouraging carpools is place each day. In exchange for the extra respon- removing obstacles that cause people to hesitate: sibility, van pool drivers are permitted to use the lack of convenience or the feeling of being van for their own personal use, normally up to a “stranded” are two that are frequently cited. certain number of miles per month. Sometimes van drivers and backup drivers/ bookkeepers are We tend to place a greater emphasis on public entitled to other amenities. At the University of transit in part because it is subject to public plan- Washington, for example, they all receive free U- ning and influence. We should consider, howev- PASSes. At Yale University, the principal driver is er, the potential for utilizing the fleet of private not required to pay the usual monthly fee and vehicles coming in and out of campus each day has unlimited use of the van on weekends and as a kind of private transit system. As a general evenings. Drivers must complete an application rule, each individual vehicle has the capacity to which is often submitted for a vehicle check take anywhere from 2 to 6 passengers. For exam- before approval is ple, if a university generates traffic of granted. 11,000 vehicles of various types, the passenger The cost of capacity for this fleet is in riding in a van- the order of 55,000 people. pool varies At the typical work com- according to mute vehicle occupancy several factors. rate of 1.2 passengers, our Some of these private transit system oper- include the ates at only 23% capacity. number of pas- There is enormous room for sengers in the improvement. van, the size and type of Ride-sharing is one of the van, and the least expensive TDM mea- number of sures. Putting more people in miles trav- the same car makes a lot of eled. sense as a more efficient use of Another existing infrastructure. variable is how much the van owner, VVAANNPPOOOOLLSS:: whether it be the university or the tran- CCOOOOPPEERRAATTIIOONN AATT sit agency, is willing to subsidize the vehicle. Sometimes the passengers pay only for operation and maintenance, while other times they must WWOORRKK chip for the insurance and depreciation. In the case of the University of Washington, the subsi- Vanpool programs are a more formal ride- dies are taken one step further. Should the van- sharing arrangement. In a typical vanpool pro- pool participant purchase a U-PASS, the universi- gram, either the university or transit agency ty pays the first $40 of the monthly fee. Often that owns, maintains and insures the van. The van is subsidy covers the entire amount. then loaned to rideshare participants. Vanpools can consist of at least 5 to 15 people who commute together. In general, one person is in charge as a driver of the vehicle. This person keeps the

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 37 Vanpool programs are strengthened by the addi- COSTT COMPARIISON ANALLYSIIS tion of many of the same benefits that complement carpool programs: “emergency ride home” options, Comparing the cost to individuals commuting flexible parking permits, shuttles and university fleet in their personal single occupant vehicles (SOVs) cars. The more flexibility offered participants the to riding in a vanpool, we can see that the sav- greater chance they’ll sign up. ings can be very substantial for the vanpoolers.

Vanpools can be publicized and organized in the If seven commuters make a commute of 40 same manner as carpools. First the program needs miles roundtrip per day, at 42¢ per mile, accord- to marketed. This may be done through brochures, ing to average costs cited by the Motor Vehicle information kiosks, registration materials, websites, Manufacturing Association (MVMA), they can and transportation fairs as well as through cam- each expect to pay about $17 per day for pus organizations. their commute. Altogether, their daily commute totals about $59 a day or, at 23 days a month, $1377 per month.

If each of those seven commuters rode in a vanpool, at an average monthly cost of $40 per person, their total monthly costs add up to $280. Individually, each vanpooler pays less than $2 a day for their van pool commute as opposed to the approximately $17 a day they’d be paying for a SOV commute. The total monthly savings would be $1097 for all seven vanpool commuters.

Vanpool applicants can register through rideshare hotlines, computer data bases or be matched up by a transportation coordinator staff person. A minimum number of participants are needed to start up at vanpool. By the same token, existing vanpools need to keep their numbers up by replacing riders who drop out of the program should they be low on participants.

Commuting in a vanpool can be substantially cheaper than driving alone. As a rule, the longer the commute, the more likely a vanpool will work. The longer distances result in considerable savings on gas and maintenance costs in compari- son with driving alone. Furthermore, many people find they can relax on the van and talk to their fellow riders. If these folks are colleagues, they may find themselves sharing ideas and per- spectives, (or perhaps commiserating about difficult workplace situations). In any case, vanpools and carpools can build camaraderie and friend- ships in addition to saving money.

38 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER PPAARRKKIINNGG MMAANNAAGGEEMMEENNTT:: PREFERENTTIIALL PARKIING LLOOCCAATTIIOONNSS AANNDD PRIICES FFOORR CARPOOOOLL AANNDD VAN- HE ESSENTIAL LINK TTHE ESSENTIAL TTDDMM LINK PPOOOOLL PARTTIICIIPANTTS Parking management is a very valuable com- Offering prime location to ride-sharers and ponent of a comprehensive TDM program. In reduced rates as well can be a strong incentive for fact, it can be one of the most important tools for people to jump in a car together. If higher occu- changing travel behavior. Parking management pant rates equates to lower price rates, even more comprises different strategies that apply pricing, people will be enticed into one vehicle. availability and convenience as a means to discouraging single occupant driving and encouraging alternatives.

There are many factors that entice people to drive with convenience and costs being foremost among these. Many employers and institutions inadvertently encourage the drive alone commute by offering either free or greatly subsidized parking as a benefit. Few issues evoke as controver- sial and emotional a response as the subject of parking controls. Yet transportation planners rec- ognize that the availability of cheap, or free, easy- to -access parking is a great deterrent to the use of alternatives such as transit, ride-sharing and bicycling. As many things in life, the predica- ment is often a “chicken and egg” problem: commuters are accustomed to finding ample, cheap parking and are not used to using alternative modes of travel. The fewer the riders on the bus, the less this is perceived as a viable means of FLLEEXXIIBBLLEE PAARRKKIINNGG PPEERRMMIITTSS transportation and so, as the parking supply Just as the unlimited access transit pass pro- becomes more scarce, the argument is to expand motes frequent use of transit, parking permits it, thereby continuing the preferential treatment paid on a semester or annual basis promote the for drive alone commuters. On the other hand, if unlimited use of the car during that period. commuters are charged for parking and supply is Offering commuters a reasonably priced per use limited, research has shown that commuters will alternative might get them to use their car only indeed turn to the alternatives. This in turn may when they really need it. An example of this is lead to the eventual availability of more parking the free 10 single day permit booklet offered by as spaces are freed up. Cornell to its Omniriders. Occasional parkers can purchase an additional booklet for $25. Parking management strategies may have a powerful influence on travel decisions. NEEIIGGHHBBOORRHHOOOODD PPAARRKKIINNGG PARKIING PPRRIICCIINNGG RESTTRIICTTIIONS The higher the price of a parking permit, the Allowing only short term or metered parking more people will think twice about how they get in neighborhoods surrounding the campus can to school. help stem the tide of traffic congestion and free up more parking for residents. The city of Boulder, for example, has established a University Hill Residential Parking Permit pro-

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 39 gram which enables residents to purchase long term parking permits to display on their car for an annual fee. Vehicles without the permits can only remain in a space for two hours. This program discourages overflow parking while encouraging students to find another way to get to school.

A quick way to hurt morale is to restrict the supply of parking and make it more expensive without providing incentives for alternatives. Many universities that raised parking prices did so slowly and earmarked extra revenue for alternatives, such as a transit pass program.

Easing into the new price structures by spreading the increase over 5 years, for example, will make it more palatable than slapping it on all at once. Acceptance is much greater when university commuters have bought into the program before it is implemented; that’s where the focus groups, education and governance bodies’ reviews come in. Also, alternative transportation programs should immediately coincide with parking management measures for optimal effectiveness and acceptance.

40 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER incentive program with one condition for mem- CCOORRNNEELLLL UUNNIIVVEERRSSIITTYY:: bership: participants needed to give up their indi- AACCHHIIEEVVIINNGG RREEDDUUCCTTIIOONNSS IINN vidual parking permit. FFAACCUULLTTYY TTRRIIPPSS Almost a decade ago, Cornell University in Ithaca, New York was experiencing tremendous growth in vehicle traffic and parking shortages that demanded an innovative solution.

Interestingly, the problem lay more with faculty and staff commuters than students, whose demand for parking remained stable. University leaders did not wish to follow the standard model of simply constructing more parking spaces and roads to accommodate the single occupant cars driven by its 9,000 employees every day. They decided this option was simply too expensive and would actually exacerbate problems by encouraging Photos courtesy of Cornell University Transportation Services traffic growth.

Expanding automobile infrastructure would also diminish the quality of the pedestrian environment and negatively impact campus green- space. So out of environmental and economic concerns, Cornell embarked on another path: the development of a Transportation Demand Management Program (TDMP). Implemented in 1991, the TDMP established a very attractive

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 41 The first step to raising awareness about the traffic three separate transit systems. All three entities congestion problem was actually increasing parking have an equal number of voting members in the fees to three different pricing levels that more accurate- new Board of Directors. A major project currently ly reflected market rates. After getting peoples’ atten- underway is the revision and rerouting of bus tion, Cornell then offered these alternatives: service.

THE OMNIIRIIDE:: USER FRIIENDLLY TTRANSIITT SERVIICE:: This is also a campus to downtown express lunchtime bus service, every 10 minutes week- days from 10 am to 2 pm. The fare is 25 cents. If the express rider patronizes a downtown business, merchants offer parking validation stickers which are accepted as one-way fares.

The BobCAT “ bikes on buses” system makes it easier to get up Ithaca’s hilly terrain in the morning, and then go for the easy bike coast down on the way home.

RIIDESHARE:: Commuters who set up carpools are entitled to discounts or even rebates on parking fees, Photo courtesy of Cornell University Transportation Services depending on how many are in the car and which lots they choose. Members need to turn in their In a cooperative effort with city and county individual parking permit and obtain one group transit agencies, Cornell distributes bus pass permit with all participating vehicles listed on it. stickers which affix to the employee identification Another carpool team entitled to a rebate also card. Cornell pays the fare for all campus, city or receives a reserved parking place. This preferen- county buses within Tompkins County and subsi- tial parking policy provides an extra incentive. dizes the purchase of monthly bus passes for out Show chart of Rideshare discounts/rebates struc- of county commuters. Unlike the universal bus tures. pass programs at other profiled universities, Cornell reimburses the transit agencies per indi- Often it is the supplementary support services vidual use, at a discounted rate of about 2/3 the that can make or break a TDM program. normal fare. OmniRiders also receive a free book Realizing this Cornell offers these additional ser- of ten one day perimeter parking permits for each vices to complement their basic fare: six month period. Employees pay nothing for the Omniride stickers: the sole condition is they can- EMERGENCY RIIDE HOME: not order a semester parking permit. Students E : may purchase an Omniride pass for $75 per If an urgent situation occurs, employees who semester. used alternatives to get to work may call 255- RIDE to get a ride where they need to go. This The various transit agencies in Ithaca have service is provided by Field Enforcement person- recently been consolidated in a joint venture nel. Generally requests occur only 2-4 times per which simplifies operations and fare structures. month. The new service is called TCAT. Prior to this the university had its own transit agency as did the NO-FEE PARKIING:: city of Ithaca and Tompkins County. The spirit of Concerned about the equability of the TDMP, cooperation engendered by the OmniRIDE pro- Cornell reserved one no-fee satellite parking lot gram provided the impetus to c consolidate the

42 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER for occasional commuters or those who would be magnitude: $635,634. Our projected cumulative economically disadvantaged by paying fees. A savings by the end of 1993-94 was $1.2 million, Lot is far enough away that a Cornell shuttle bus our actual was just shy of $ 4 million. The differ- provides rides to campus. Cornell also estab- ences that led to this dramatic difference... can be lished a Parking Hardship Review Board which explained by three changes: the university transi- gives partial or full grants to those who can not tioned from 20 year to 10 year debt, the cost of afford parking fees and cannot use alternatives providing TDMP turned out to be roughly one- nor the free satellite lot. Special no fee parking third the original projection (although participa- was also established for EMTs, volunteer fire- tion was double); and we built fewer spaces. fighters or commuters with dependent care responsibilities who depend on having a car on We know that in the first year the number of campus for quick exits. single occupant vehicles brought to campus dropped by 2,500 ... caveats aside, we can say OCCASIIONALL PARKER:: with a measure of confidence: by the end of 1997- 98 TDMP saved the university a total of nearly For university commuters who normally $17 million. Extrapolated out of a modest $68,290 walk, bike or ride the bus, Cornell offers a free per year increase, by 2002-03 (the year that the book of ten one day perimeter parking passes first parking garage would have been paid off), every 6 months for those occasional days when the university will have saved nearly $36 million driving is necessary. Additional books are avail- since the inception of TDMP.” able for $25. Cornell’s success seems to stem from combin- BLLUE LLIIGHTT BUS SERVIICE AND ESCORTTS:: ing the carrot and the stick, with the goal of equi- Blue light buses run from 6:30 p.m. to 2:30 ty kept in mind at all phases. Like other success- am. and are free to anyone with a Cornell identi- ful TDM programs, Cornell sought to involve fication card. The Blue Light escort service is a participants and solicit their input to the greatest volunteer, public safety service staffed by stu- extent possible. This was achieved by working dents. This on-demand service is available from with campus government groups, faculty com- 8:30 to 1:00 am for people walking to destinations mittees, administration, local community groups, on or near campus. planning boards and Ithaca town government. All told, eighty meetings were held in which con- RED RUNNER: cerned citizens and Cornell community members R : made recommendations. Cornell’s courier service moves people and packages in a hurry. Cornell strives to be a leader in promoting responsible stewardship of natural resources. IIMMPPAACCTTSS OOFF TTDDMMPP University leaders feel that the program increases university constituents’ environmental awareness and this in turn helps sell the program. Cornell University is extremely enthusiastic about the outcome of its TDMP. In just one year, the program resulted in a 26% decline in the number of vehicles being brought to campus each day. The actual financial savings as a result of the program were far greater than anticipated. The Office of Transportation Services summarizes its interpretation of the financial savings in its 1998 report:

“Our somewhat enthusiastic original projections from 1991 called for a first-year savings of $53,504: our actual was greater by an order of

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 43 Campus shuttles can be divided into separate CCAAMMPPUUSS SSHHUUTTTTLLEESS functions:

Dorm shuttles carry students from a designated university location to remote dormitory buildings, either off campus or even on the periphery of campus. For example, the University of Colorado - Boulder campus has shuttles which regularly carry students from the east of campus to their dormitories in the William Village Towers about 2 miles away.

Satellite Parking lot shuttles carry commuters who have parked their cars at remote parking lots to campus. Cornell, for example, provides free parking in their A lot from which they connect commuters via shuttle service.

Shuttles for people with disabilities are specially equipped for wheel chairs and other special needs. They can function as an on- call jitney service Campus shuttles or they can run can play many roles regular routes. in a TDM program. They can fill in the Special facili- gaps in university ties shuttles take transportation needs people from special that a community academic or wide transit system research facilities doesn’t meet. They on campus to tend to fill the needs places in the com- of particular groups munity with which of commuters, or they have a work- serve certain geo- ing relationship. graphical areas and For example, the Health Sciences Express at the special schedules. Campus shuttles can contribute University of Washington takes people from the needed versatility to a TDM program. Sometimes health sciences research facilities on campus to campus shuttles are the only transit service avail- different medical centers and hospitals in Seattle. able to students, faculty and staff, particularly if the surrounding city or county has no public bus Night Ride Shuttles transport university system. Often campus shuttles are operated by the commuters to different destinations within an the university. Sometimes they serve the university established area around campus in the evening but are operated by public or private transit agencies. and at night. These shuttles sometimes escort passengers right to the door of their residences. They serve as a safety and convenience measure for alternative mode commuters.

44 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER Thornton Hospital. During university holidays, Satellite Campus shuttles carry university there are also special shuttles linking the universi- employees and students remote academic and ty to other transportation centers, such as the San research facilities located off the main campus. Diego International Airport, and the Amtrak sta- As universities expand beyond the borders of tion. Routes vary in operation from running year their present campuses, this kind of shuttle will round to only during peak use periods such as become common. while school is in session. All shuttles are funded from parking fee revenues and parking violation Special Events Shuttles can be employed for citations. athletic events, concerts, homecoming activities and other special events and activities. The University also offers a bus sticker providing unlimited access on specified San Diego Harvard University operates an extensive Transit bus routes on or near campus. The transit campus shuttle service which helps alleviate the pass program is subsidized by UCSD Parking tight parking situation while offering convenient and Transportation Services, Housing and the mobility throughout its Cambridge and Allston USCD Associated Students to encourage faculty, campuses. The campus bus service is free to all staff and students to switch to transit for their members of the Harvard community showing an daily commute. ID. The shuttles are fully accessible for people with mobility impairments. The shuttle s and vans are also available for charter use when not CCRREEAATTIINNGG MMOORREE OOPPTTIIOONNSS:: operating during regularly scheduled hours. Harvard TEELLEECCOOMMMMUUTTIINNGG also runs a T medical school AANNDD FFLLEEXXTTIIMMEE shuttle ser- Telecommuting allows vice to the employees to perform some, Longwood or even most, of their work Medical at home, thus reducing their Center need to commute. In gener- which is al, this option is most applic- free to all able for university staff ID carrying members who are able to medical work independently without students. the need for daily direct contact with students and other The university personnel. University Research positions and cer- of tain types of administrative California positions are examples of in San fields that most easily could Diego has an extensive campus shuttle service. accommodate the independent work required by The free shuttles run in an extensive network of telecommuting. Distance Learning is a new routes. One route loops around the periphery of method of offering courses that employs a kind of campus, another connects commuters to outlying telecommuting as its basic mode of communica- parking lots. There are shuttles linking campus tion. It may be the wave of the future as more with outlying research and medical centers: one and more students are non-traditional, requiring links the campus to the Scripps Institution of flexible schedules in order to juggle work, school Oceanography, another to the Torrey Pines Center and family. Its application is much more compli- and others to the Hillcrest Medical Center and the cated and far reaching than the basic TDM tool of

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 45 telecommuting described here. Distance Learning may very well result in trip reduction as well as a new interaction between educators, students and school.

Telecommuting employees may find increased productivity as a result of less travel time demands and fewer distractions. It is also an attractive strategy because it requires very little capital investment other than the basic tools of the trade: computer, telephone, fax machine, etc. Other than arranging communication hook-ups and “check in” meetings, it requires little planning. Most of all it offers the employee great flexibility in meeting life’s demands, notably family and other responsibilities.

The potential for reducing university trips and vehicle miles traveled is great provided that telecommuting employees are efficient in their travel habits. Unfortunately this is not always the case. Some telecommuters opt to live at greater distances or in more remote areas precisely because of the greater autonomy. They then end up traveling greater distances or not being able to take advantage of alternative modes such as transit, walking and cycling. In addition, some people need to make the “quick trip” in to work any- way to meet colleagues, collect materials, etc., even though they don’t stay for extended periods of time. Nonetheless, telecommuting offers the opportunity to reduce trips and travel during off- peak hours when parking is less restricted.

Flextime is a TDM strategy that grants employees a certain amount of flexibility in scheduling their work hours. Flextime may be compatible with telecommuting or it may simply allow commuters the opportunity to avoid the peak hour crush. Most students and faculty operate on a type of flextime in that the hours they normally travel are not necessarily the typical rush hours for the eight-to-five working crowd. But even within this context, universities may find it valuable to stagger class-time hours allowing the university commuters to disperse their parking demand. By the same token , allowing employees to have greater variability in their schedules may reduce peak parking demand. On the other hand, it may hinder efforts to initiate employee ridesharing since successful carpool efforts depend on a certain stability of schedules.

46 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER ed additional 10,000 cars a day by 2001and would UUNNIIVVEERRSSIITTYY OOFF have necessitated the construction of four new parking garages. The new TMP that was devel- WAASSHHIINNGGTTOONN AANNDD TTHHEE oped, the U-PASS, enabled the university to W exceed their original traffic and parking mitiga- UU--PPAASSSS tion goals. The U-PASS program’s great success can be The University of Washington is a large teach- attributed to its versatility in conjunction with ing and research institution with an enrollment of pedestrian, bike and transit accessibility in and more than 35,000 students and 17,000 employees. Its 640 acre campus is centrally located in Seattle and includes a major medical center and health sciences complex. Two transit agencies serve the University District, Metro Transit and Community Transit (CT). Over 225,000 vehicles pass into the University District each day, 60% of which is through traffic during the PM peak.

The University of Washington’s U-PASS program was initiated in 1991 in cooperation with Metro Transit and Community Transit. Since its inception, the U-PASS program has been rec- around campus. The pass provides for ognized as one of flexibility in mode choice so that univer- the most extensive sity commuters feel free to use the trans- and successful uni- portation mode that suits their needs at versity TDM pro- any given time. Transportation planners grams in existence. resolved to avoid two major pitfalls often The U-PASS program was developed in large part cited for failed alternative transportation pro- as a response to an 1983 agreement with the city grams: lack of convenience and system rigidity. of Seattle to create a development and transporta- The idea that emerged was similar to the previ- tion master plan (TMP). The city wanted to ously mentioned health club membership. The ensure that campus expansion would not increase universal transportation pass would allow unlim- regional traffic and parking demand in surround- ited access to a wide range of transportation ing neighborhoods. The TMP would limit the uni- mode choices for a low quarterly cost. Just as versity parking to 12,300 spaces. Even though health club members demand a variety of fitness UW enacted the TMP during the 1980’s, by 1989 programs and facilities for their individualized it was obvious that a bigger step needed to taken desires and needs, so do commuters. as they were not going to meet the TMP’s goals. The university was compelled to undertake The implementation of the U-PASS relied earnest action to meet its commitment when it heavily on offering potent incentives for alterna- began a major expansion in 1989. If unmitigated, tive transportation modes while at the same time this expansion would have brought in an estimat-

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 47 discouraging car travel through disincentives. Each bus is equipped with bike racks. The primary disincentive was the substantial increase in parking fees that followed the intro- CARLLPOOLLS:: duction of the U-PASS. Parking fees were raised immediately from $24 to $36 a month for faculty Carpools receive free parking permits if 2 or and staff permits. Student rates rose from a daily more participants per vehicle hold U-PASSes. rate of $0.75 to $1.25 per day. Current rates are now $46.50 per month for employees and have VANPOOLLS:: increased to $2.00 a day for students. Pay at the U-PASS holders pay subsidized vanpool fares. gate visitor and one day employee parking fees The U-Pass will cover the first $40 of the monthly have increased to $6.00 per day. The parking fee van pool fee. increases not only serve as a disincentive to driving alone but also provide partial funding for RIIDEMATTCH PROGRAM: the U-PASS program. R : This program is available free to anyone who As an incentive to improve transit ridership, the lives or works in the Puget Sound area. Potential university agreed to fund improved transit service. ridesharers are matched up by computer data During the first three years, Metro and CT increased base information. their bus service to campus by about 60,000 hours, an increase of 15% as a result of additional universi- NIIGHTTRIIDE SHUTTTTLLE:: ty funding. The addition of two-way bus service This evening service, operating from dusk to enhanced circulation around campus. The university 12:30 a.m. during the academic year picks up pas- and the transit agencies cooperated in splitting the sengers every 15 minutes and delivers them to costs of the additional service. their destination in neighborhoods within one mile of campus. Providing nighttime service enhances the TDM program by catering to day- time transit, bike or pedestrian commuters who choose not to use those modes at night because of safety or convenience concerns. In addition UW Cares, a safety escort walking service is available by telephone arrangement.

BIICYCLLIING:: The revenues from the U-PASS program help pay for improved bike facilities. Currently, 5,500 bikes are accommodated in bike racks on campus, 40% of which are covered. UW has 348 secure bike lockers, more than any other U.S. campus which are rented for a $50 annual fee. An abandoned railroad right of way, the Burke-Gilman trail runs directly through campus. The UW Bicycling guide indicates bike routes to and The transportation benefit package contained from campus. The university has a campus informa- in the U-PASS includes the following options: tion and bike safety program in place. Shower and locker facilities are provided in designated buildings TRANSIITT:: for bike commuters. U-PASS holders are entitled to unlimited access to all regular Metro and CT routes any- REIIMBURSED RIIDE-HOME PROGRAMS:: time, 7 days a week. These transit agencies serve over 180 routes throughout King and Snohomish Faculty and staff U-PASS holders are eligible counties, including 40 routes running by campus. for an allowance of 50 taxi miles each quarter so

48 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER long as they pay a 10% co-payment for each trip. This benefits guarantees that alternative transportation users won’t be stuck on campus should they miss their regular ride home.

PARKIING:: Employee U-PASS holders who occasionally need to drive may purchase up to 25 daily parking passes per quarter at the discounted rate of $1.75 a day, ($6.00 per day is the normal non-permit rate.)

SHUTTTTLLES:: The Health Sciences Express shuttles passengers between the local hospitals and the GUARANTEED RIDE HOME University for free. There is also a Disabled Persons Shuttle, or Dial a Ride, which is an on demand shuttle service taking people with disabilities from one part of campus to another. must return the unused UPASS to avoid the $30 quarterly fee included in the tuition statement. Faculty and staff who have validated UW ID POOLL CAR FLLEETT:: cards may purchase a U-PASS at three campus Employees who need cars during the day for Commuter Centers. They can purchase it on the meetings and trips may borrow one from the pool the spot with cash or a check or through a $6.75 car fleet maintained by the university. per paycheck payroll deduction.

MERCHANTT DIISCOUNTTS:: U-PASS CAMPAIIGN All U-PASS holders can receive discounts In order to get the program off to a strong from about 50 university district merchants for start, the university launched a promotional cam- goods and services by presenting their pass. paign in which the motto was U-PASS: For You and the U. The initial education campaign was UU--PPAASSSS FFUUNNDDIING critical in helping the new program gain acceptance and in overcoming resistance to the increase The U-PASS budget is about $7.5 million dol- in parking fees. The information and marketing lars annually. The following revenue sources strategies included: contribute to its budget: • A brochure promoting the U-PASS pro- U-PASS sales: $3.8 million gram was circulated among students, faculty and Parking fees: $2.4 million staff. The material stressed that university com- Parking fines: $0.4 million muters would benefit from lower prices, more State subsidy: $0.8 million transportation options and a healthier environment. The majority of the revenue, about $6.9 million, is spent on contracting for bus service from • An advisory ballot/survey was distrib- the transit agencies. uted to all 34,000 students to gather and assess their input. A sample of 1,250 employees were The pass currently costs $30 per quarter for also surveyed. Comments were solicited from all students and $40.50 for faculty and staff. faculty and staff on parking fee increases. Students receive their U-PASS sticker each quarter with their registration confirmation, and they • UW sponsored a campus wide trans-

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 49 portation fair in fall, 1990 to promote the program. • U-PASS news-letter;

• In November, 1990, a campus wide forum • annual traffic, parking and mode choice debated the plan and encouraged students and survey; employees to make their voices heard by return- ing their ballots. • and a biennial telephone survey.

• Campus groups, such as the Student Assembly, the Faculty Senate, the graduate student group and others debated the program; all MEASURES OF EFFECTIIVENESS ended up passing resolutions supporting it. The The U-PASS nearly met its goal of 75% partic- results of the ballots indicated an 88 % approval ipation within its first year. The most recent fig- rate among students and a 91% approval rate ures indicate that student participation is 85%, among employees. 60% of the students favored while faculty/staff participate at a rate of 64%. an optional program rather than a mandatory fee Transit ridership among students increased by with automatic coverage. Getting the students 54% between 1989 and 1996, while faculty transit and staff to buy into the program before it was ridership increased 82% during that same time implemented was essen- period. General tial to its acceptance. transit ridership increased by 60%. The university has taken the following mar- Since the initia- keting steps to ensure its tion of the U- continued popularity and PASS, vehicle trips to monitor and evaluate to campus its effectiveness: decreased by 17% in the morning • a full-time infor- hours. Trips from mation specialist position campus decreased was added; by 9% in the after- noon. During a 24 • comprehensive hour period, vehi- educational brochures are cle trips declined widely distributed; by 5%. This data is remarkable given • creation of three the university’s 7% staffed commuter infor- population growth mation centers and six in the past decade. information kiosks; In addition, it runs counter to trends across the United State where • joint marketing strategies with Metro communities and universities are experiencing an Transit and CT; increase in vehicle trips. The demand for single occupant vehicle parking permits dropped by 22% as well. According to Michael Williams, for- • development of an extensive, user friend- merly of the UW transportation office, campus ly web site that outlines benefits, policies, and lat- lots were not filling up for the first time in memo- est news items; ry shortly after the program’s inception. Parking lot utilization had dropped by 8% to an 80% • annual Transportation Fair in the fall occupancy rate in 1996 This was despite the fact semester; that the university had actually eliminated 655

50 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER parking spaces. Again, this represents a significant divergence from national trends. CONCLUSIION The U-Pass has earned the reputation of a model TDM program emulated all over the country and even internationally. In evaluating the possibility of the University of British Columbia adopting a similar program, a policy report to the Vancouver City Council described it:

“The U-PASS is one of the most successful and comprehensive transportation demand management programs in the United States. It is an excellent example of “carrots and sticks” working together to encourage people to travel less by car...in a way that makes sense to commuters. In Seattle, this program has resulted significant shifts from car driving to transit riding as well as significant improvements to the transit system. It provides a model for universities, colleges and other large employers. It also provides innovative ways to provide transit financing.”

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 51 go to work after school, they are not making sim- AAUURRAARRIIAA HHIIGGHHEERR ple round trips from home to campus.. This makes transit and ride-sharing a more difficult EDDUUCCAATTIIOONN CEENNTTEERR: AANN option for some. Auraria’s transportation prob- E C : lems are further exacerbated by a lack of housing on or near campus. On the other hand, AHEC is UURRBBAANN CCOOMMMMUUTTEERR CCAAMMPPUUSS located near the transit hub of the Denver area. It is only a few blocks from the Market Street The Auraria Higher Education Center Station, which is the central hub for the RTD (AHEC) is a unique complex that houses three buses. A few blocks further is Union Station, institutions of higher education: Community which will become the hub for light rail lines linking downtown Denver to suburban communities.

The Auraria campus has a total of 5974 spaces located at various lots around the main campus complex, with and additional 874 spaces located nearby. AHEC parking service and operations is fully funded by user fees, i.e. parking permit and daily lot revenues and citations. The current semester parking permit rates range from $170.25 to

College of Denver, Metro State College of Denver, and the University of Colorado at Denver. All three institutions share classroom space and general campus facilities including the AHEC Parking and Transportation Center. The Auraria campus is located in the heart of downtown Denver, an area which has been redeveloped and economically revitalized in recent years. Approximately 33,000 students attend the three institutions. The Auraria campus is expect- $212.50 depending on location. These rates were ed to grow as student enrollment increases and as raised $10.50 per month from previous levels in the campus builds new facilities. July 1998. In 1997, Auraria conducted a study AHEC is a commuter campus, with many stu- comparing parking rate structures at urban uni- dents coming from various locations around the versities and colleges which indicated that Denver Metro area. Since many students need to

52 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER Auraria charged less for parking in most cate- The Transystem report estimates a shortage of gories. The new parking rates bring AHEC more 2,400 parking spaces in the near future. The ana- in line with other comparable institutions. Daily lysts base that figure on several factors: elimina- hourly rates, which had also been less than aver- tion of spaces through building construction, an age in the comparative study, were also raised annual 1% growth in student enrollment, and recently. Rates for hourly parking lots now decreasing the occupancy rate to the parking charge $2.50 an hour for the close in lots. industry standard of 90% occupancy at peak Outlying lots charge a minimum of $1.25 a day. times. To counter these demands, the report rec- Carpools of two or more people pay between ommends the construction of two new parking $1.00 to $1.50 an hour, depending on the lot. structures with a total of 3,593 new spaces. The structures capital costs would range between $20 In September 1998 Transystem Corporation completed a transportation and parking plan which analyzed the current Auraria transportation system and evaluated parking demand. The plan has generated controversy among the AHEC community because of its recom- mendation to spend a total of $25-42 million for capital costs related primarily to parking and roadway expansion.

The parking analysis performed and $31.5 million for the plan indicat- with an additional ed that more than $2-3 million neces- 98% of Auraria’s sary for roadway parking spaces were improvements. The occupied during report suggests peak periods. The that overall park- plan’s executive ing fees be summary notes that increased by an the parking short- average of $1 a day age has resulted in to fund the parking significant travel structures. delays and hassle for students, faculty and staff searching for avail- The study did mention that bicycle and able spaces. The plan also notes that 75% to 80% pedestrian planning and facilities were deficient. of Auraria faculty and staff travel by automobile Furthermore, the report states that campus com- to reach campus. Auraria officials are asking how munity underutilizes transit. The report does not to proceed in addressing parking demand. elaborate on what measures would spur greater transit use. The degree to which AHEC can shift

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 53 the trips from single occupant driving to other the employee eco-pass idea because they would modes may be key to resolving the parking prefer limited money be spent on salaries or other demand problem. benefits than on bus passes that not all employees feel they could use. Suggestions to create a spe- AHEC has a student bus pass program. The cial buy-in program for faculty transit users are students pay a fee of $16.70/semester which enti- under consideration. This program would guar- tles them to unlimited access, with their current antee that a certain percentage of faculty and staff student I.D. card, on all local RTD bus service, would buy into the existing student bus program light rail and a $1.00 discount on all regional ser- at a renegotiated rate with RTD. The program vice. The program does not include the SkyRide would be targeted to benefit employees who could take more advantage of the pass. Carpooling for employees could be enhanced by creating preferential parking locations and deeply discounted rates for carpoolers. Should the carpool have a high occupancy per vehicle, free parking permits might be implemented as an incentive.

Other options for grappling with the parking shortages, short of large scale parking construction projects, are as follows:

to DIA, Access-a-Ride for people with disabilities, • Student class scheduling falls heavily in a or the Guaranteed Ride Home Program. Tuesday/Thursday pattern. Spreading the classes Currently, transit accounts for about 16% of stu- out, creating a flexible scheduling option, may dent trips to campus. In the last bus pass election, relieve peak time pressures. in 1995, student turnout was the highest in tri- institutional history. The students voted for the • Negotiations with the Pepsi Center, a major bus pass with an overwhelming 90% in support. entertainment complex, are underway to share SACAB, the Auraria student advisory committee parking at that facility. This options might require coordinated the bus pass campaign with students and employees to shuttle via RTD buses. COPIRG, an environmental and public advocacy organization. • Marketing the RTD light rail access and connection as a full commute or shuttle option. AHEC does not have a faculty/staff bus pass Currently, light rail use among students is pro- program in place. Faculty and staff number close portionally growing faster than bus use. Auraria to 4000, so shifting some of their travel out of sin- has offered right-of-way for a new light rail line gle occupant cars could relieve the parking pres- directly through the middle of campus, with a sure. Many of the faculty are part time, a situa- station in the Auraria Administration Center. tion which increases the “in-and-out” nature of With this development, light rail use could their commutes, complicating potential rideshare increase dramatically. arrangements. Some employees are resistant to • Implementing an employee eco-pass would

54 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER stimulate light rail use. well served by transit. As the profile of the UW U-PASS program lays out, UW chose an innova- • Creating a guaranteed ride home program tive approach, which has paid off handsomely. would alleviate commuters concerns about being What route will Auraria choose? stranded should they take transit or carpool and need to leave suddenly. This service could be provided in-house via designated staff members should it be too expensive to contract with RTD. Other universities report that emergency rides are requested very infrequently, yet the program provides a necessary measure of security.

• Bicycle and pedestrian facilities should be planned comprehensively, with safety and convenient access as key priorities. Bike to bus commutes could be promoted, extending the transit pick up range.

• Raising parking fees and citations and ear- marking extra revenues to finance important TDM measures, such as the employee eco-pass, has been successfully employed at other universities.

AHEC is at an important juncture in making transportation planning decisions. Should Auraria leaders choose to heavily invest in parking expansions, encouraging greater transit and other alternatives may be more difficult. Parking management is key to a comprehensive TDM strategy. For example, a TDM parking strategy could be the acceptance of a 95% peak occupancy rate instead of the 90% industry standard.

Whatever route Auraria leaders choose to follow, solutions will be complicated by its unique status as a commuter campus, its growing numbers and its urban setting. Mark Gallagher, director of AHEC’s Parking and Transportation Center, sums it up by saying, “We are landlocked not only by our location but also in the variety of options because of the community college concept and the complexity of working students’ lives...Our goal is not to park students but to educate them. If they come in on light rail, it’s all the better.”

In some ways, the situation AHEC is facing is analogous with the situation the University of Washington faced a decade ago - a growing campus, increasing parking demand, and a location

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 55 very inexpensive benefit. The university’s UUNNIIVVEERRSSIITTYY OOFF UUTTAAHH:: $700,000 annual budget for the bus passes is funded from both the surcharge on credit hours TTRRIIPP RREEDDUUCCTTIIOONN AATT AA and parking fee revenues. The program has resulted in a dramatic four- WWEESSTTEERRNN CCOOMMMMUUTTEERR fold increase of transit ridership from an average of 1,200 pre-bus pass daily riders to a current CCAAMMPPUUSS average of 4,800 riders. Furthermore, UTA was able to increase express service from one route to The University of Utah in Salt Lake City has a five different express routes. The express routes student body of 25,000 along with 9000 faculty have accelerated trip times by eliminating trans- and staff members. The majority of students are fers for many commuters. older and often married with children. These students live off campus and typically must make a CAARRPPOOOOLL PRROOGGRRAAMM triangular commute between home, school, and work, frequently traveling over large spread out The university encourages university com- areas. The university’s status as a commuter muters to form carpools with several incentives: campus makes achieving trip reductions through TDM more difficult. Adding to the challenge is • Carpool parking permits are discounted by the campus’ scenic site on a hill above town. This 50% off the regular cost. location creates more difficult access by foot or bicycle, as well as contributing to land shortages • Each carpool “team” receives 20 one day for parking expansion. It is no surprise, there- passes for days when members need to drive fore, that most trips to campus are in single occu- alone. pant vehicles. • Carpoolers are granted preferential, The impetus to lower the number of drive reserved parking spaces. alone trips is strong, both because of parking shortages and a Utah state regulation which • The university refers ridesharing requests strongly encourages large employers to comply to UTA, which conducts a carpool matching ser- with clean air standards by instituting trip reduc- vice. tion measures. The Salt Lake City region does not meet federal clean air standards for ozone, CAMPUS SHHUUTTTTLLE SYYSSTTEEMM carbon monoxide or particulates. Despite the The University of Utah’s campus shuttle system challenge of being a commuter campus, their supplements the transit service by providing connec- comprehensive TDM program has achieved tions around campus, door to door service for passen- impressive results. gers with disabilities, and satellite parking service.

STTUDENTT AANNDD FACULLTTY/ STTAFF BUS The shuttles are free for all university community members. PASS PRROOGGRRAAMM COMPLLEMENTTARY TDM STTRATTEGIIES The university worked closely with the Utah Transit Authority (UTA) to institute a deeply dis- • An Emergency Ride home program. counted bus program in 1991. Currently, the university partially funds the unlimited access stu- • The campus provides a variety of services on dent bus pass program by charging 75¢ per credit the campus that eliminated the need for extra trips . hour for each enrolled student. The university These include five child-care centers, a credit union, also offers faculty and staff a bus pass as one of ATM machines, recreational and fitness facilities, and their benefits. At $40 a year per employee, it is a a post office.

56 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER • The university markets its TDM programs with a new employee orientation, a transportation fair, merchant discounts, Earth Week activities, a radio tune-in station, and advertisements.

John Crawford, of the university’s Parking and Transportation Services, expresses his optimism about the TDM efforts, “We found it’s cheaper to pay folks not to park rather than build new parking. Furthermore you gain things that are harder to quantify: clean air, less congestion, a better quality of life, and good relations with neighbors. We’re convinced we’ve done a good thing with this.”

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 57 55.. JJOOIINNTT PPLLAANNNNIINNGG:: WWOORRKKIINNGG TTOOGGEETTHHEERR TTOO SSHHAAPPEE AA BBEETTTTEERR FFUUTTUURREE

lation including jointly conducted origin-destination “ The difficulty of getting a university and its neighboring studies assuring adequate community to collaborate on projects is only surpassed by the coverage by bus service and mutual benefits they both achieve when they do. joint planning for safe, com- fortable and convenient transit shelters and stops in The strengths of a university lie in the areas of education, research, university districts. and creative thought. A city’s strengths lie in more practical matters: building roads, public safety, access to utilities, and providing transit • Cities can offer transit and other mobility services. planning expertise and funding to jump start tran- Combining these strengths allows for the strengths of one to support sit pass programs at univer- the other. Planning our futures together, where we can, only sities. In exchange, the com- enhances the futures of both.” munity may get an improved transit system John Daggett, senior transportation planner for the and a larger constituency City of Fort Collins for future transit improvements, in addition to reduced traffic.

A university or college that is feeling the • Joint planning for safe pedestrian access in crunch from too many cars and too little space to and around campus. This may include clearly put them is not dealing with an isolated problem. marked crosswalks, longer pedestrian crossing These are community -wide, and often regional, lights at major intersections, sidewalk additions, issues. Generally, everyone benefits if they can construction and repairs, enforcement of moving work together to find solutions. Current trans- vehicle violation laws, especially speeding, spe- portation problems have started to feel especially cial pedestrian only crossing lights mid block on acute in the past decade, yet many are the result busy streets, pedestrian underpasses, improved of long standing auto dominated land use plan- signage, traffic calming measures in university ning. It will take an innovative spirit of coopera- residential neighborhoods. tion mixed with a “can-do” attitude on the parts of citizens, government officials, and university • Joint planning for safe, convenient and leaders to tackle what may seem like intractable integrated bicycle facilities to campus, including: problems. bike route networks, off street and on street bike lanes, clear signage and markings, secure bike There are many fine examples of universities racks on campus and in adjacent business dis- and colleges working together with their sur- tricts, enforcement of traffic laws. rounding community to cooperatively shape their transportation futures. There are many steps that • Note that there may be opportunities to jointly communities and universities can take to foster plan facilities, and apply for federal funding for imple- cooperation: mentation. The federal TEA-21 transportation legislation has substantially increased the funding available in • Working together with transit agencies to Colorado for transportation programs that will reduce ensure that transit routes serve the student popu- congestion or enhance air quality.

58 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER • Joint Transportation Master Plans. Since MMEESSAA SSTTAATTEE CCOOLLLLEEGGEE:: transportation corridors and parking supply are interconnected in the community, it makes sense SSTTUUDDEENNTTSS AANNDD TTHHEE to cooperatively plan automobile circulation, parking management, transit routing, and bike/pedestrian access. CCOOMMMMUUNNIITTYY WWOORRKKIINNGG University master plans often tend to be more TTOOWWAARRDDSS TTRRAANNSSIITT of a capital building program. True transportation planning needs to be incorporated into the Growth in Grand Valley has been very rapid master plans. The municipality’s input and part- in the past decade. The city of Grand Junction has nership in this process is essential to future TDM grown from a population of 36,000 in 1994 to success. 50,000 in 1998 - a tremendous 33% increase in four years. As many communities are noticing, • Working together on providing affordable student housing close in to campus and accessible to commercial areas. Housing shortages can have detri- mental impacts on traffic by obliging students to seek affordable housing at locations that are inconvenient for walking and bicycling.

University issues such as parking demand and traffic spill over into surrounding neighborhoods. Problems like air pollution, dwindling green spaces, traffic jams do not stop at the university boundaries. Transportation is literal- ly the link between student life and that of the community. Offering stu- growth spurs more traffic. Unlike cities in the dents greater choices for mobility and access to Front Range, Grand Junction has not yet violated the larger community can contribute to a fuller, Federal air quality standards, yet residents are more quality educational experience. The com- concerned about the impacts of growth and vehi- munity benefits from the better connections to the cle traffic. intellectual, social and artistic life offered on campus. Mesa State College in Grand Junction has been part of this growth trend with a major campus expansion underway and a student population of 5000. Mesa State is, in fact, the fastest growing state college in

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 59 calls for central routes that makes a figure eight configuration around the higher density corridors in Grand Junction. Lower density areas outside these circles will be served by on - demand feeder service with fixed kiosk pick up points. Mesa State College will be the central focus point in the middle of the figure eight. Service is scheduled to begin in the year 2000.

Student participation is critical to the implementation of the transit system for two reasons:

• In focusing the transit service around the college, the new transit system will more likely be guaranteed imme- diate ridership. The student constituency will be key to the system as it expands. Colorado. The college has recently been trying to meet its burgeoning parking demand by purchasing proper- • Student leaders will put up a ballot measure ties and constructing parking lots on them. With ever for a vote on an unlimited access bus pass for all increasing land values, the question of whether this is students. The proposed $10 yearly student fee the best use of limited space and dollars has come into will not only fund the student passes, but will play. provide necessary funding for the new transit system. The other funding will come from the In response to a need for better communica- County with some help from a federal grant. tion between city and county governments, the Civic Forum was created was in 1993. The non The president of Mesa State College has made profit organization’s purpose is to bring citizens it clear that the decision on transit will not be to the table to discuss issues that affect quality of made from the top down; rather student organi- life in Grand Valley and to bring forward solu- zation and leadership is vital to seeing it get off tions. Citizens invariably rank transportation at the ground. Students are rising to the challenge. the top of issue concerns in every kind of com- John Cross, a recent student Civic Forum intern, munity survey. Compounding the problem with states, “ We tried to actively promote education growth in vehicle travel is the total absence of a and dialogue among city council members, citi- public transit system in Mesa County. Through zens and local businesses about the transit issue.“ the Civic Forum, citizens have come together to Merchants from the downtown area and the mall initiate a five year transit plan along with county were glad that the Civic Forum was seeking input and city officials. The initial impetus was the on the transit issue. The Downtown Development need to provide transportation for the elderly and Authority and the mall became active supporters back to work welfare recipients. Mesa State stu- of the plan. As with transportation proposals in dents started to express great interest and get other places, the more the different stakeholders involved in the dialogue. This interest helped buy into it ahead of time, the greater the chances spur the development of a more comprehensive for its successful implementation. transit system. Transit is not the only facet of transportation A Mesa State student intern has been a very active improvements that the Civic Forum hopes to imple- participant in the Civic Forum transit steering commitment. The Forum members hope to create a good net- tee representing student concerns and providing input work of alternative transportation facilities with a bike that has helped shape the bus routes. The current plan trail network and safe and convenient pedestrian

60 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER access. Work on bicycle and pedestrian facilities has been greatly accelerated in recent years, much to the sat- isfaction of students who had voiced complaints in the past. The Civic Forum has promoted the idea that a transit system, or any transportation plan for that mat- ter, is only as good as its pedestrian connections. Mesa State students hope to benefit from this new emphasis on non-automobile mobility.

Civic Forum founding member Mary Locke expresses optimism about the effect of a new transit system on students’ lives. She feels that transit will help make the college more integrated with the rest of the city. “ Our focus at Mesa State is on the student. This will make their lives more complete so they won’t feel so isolated. They’ll have the ability to be part of the community.”

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 61 alternative transportation department, proposed CCUU BBOOUULLDDEERR SSTTUUDDEENNTT BBUUSS that the university and the city collaborate to create a student bus pass program. PPAASSSS PPRROOGGRRAAMM: JJOOIINNTT : Both the Vice Chancellor for Administration and the student government (UCSU) were very PPLLAANNNNIINNGG AATT WWOORRKK receptive to the idea. The newly formed Transportation Advisory Committee undertook The student bus pass program at the the student bus pass program as its first major University of Colorado in initiative with the active support of the student Boulder was initiated government, the vice-chancellor’s office in response to and the city. When the issue was student placed on a referendum in 1991, demand, students voted overwhelm- local com- ingly to pass the measure munity by a 4 to 1 margin. concerns The initiative creat- about ed a student fee of traffic, $10 a semester parking which provided and pollu- the necessary tion prob- $550,000 to lems, and fund the pro- budget pres- gram along sures associated with the initial with the high cost funding assis- of parking structures. tance provided When the university con- by the city. Initially structed two new parking the Regional structures in 1990-91 with- Transportation out student notification District (RTD) was and input, con- trying to negoti- cerned students ate for a high- formed an alter- er contract. native transportation The group. A argument few years that students earlier, the traveled at city of off-peak hours Boulder had and wouldn’t developed a necessitate extra Transportation buses persuaded Master Plan RTD to lower the price. which focused on providing better access Within six years of the pro- for alternative transportation gram, the number of students riding the and discouraged SOV travel. The university’s bus jumped from 300,000 trips to 1,500,000 trips master plan also had a similar goal of promoting annually, a phenomenal fivefold increase. bike, pedestrian and transit travel over automo- According to a modal choice survey 42% of these biles. Noting the potential for mutual benefits, trips would have been by car. A substantial shift Bob Whitson, the former director of Boulder’s

62 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER in student transportation mode choice is docu- friendly transit network that they hope to expand mented by a city of Boulder travel behavior sur- even further. vey, administered biannually. The latest travel diary mode splits, released in January 1999, indi- The CU students demonstrated their over- cate that student bus ridership to campus has whelming support of the bus pass program by risen by a factor of about 550% from 1990 to 1998. approving a referendum that raised their student fees by $5 a semester to $19.42 in order to extend The Student Bus Pass program won the EPA’s transit benefits and services. The victory was by Way to GO award for its achievements in reduc- an extraordinary 16 to 1 margin- the highest ever ing pollution by encouraging alternative trans- recorded for a student vote at CU Boulder. portation and providing economical options for Students gained free unlimited access on regional greater student mobility. Estimates indicate that trips. At the fare box, these one way regional trips the bus program reduces driving by 3.2 to 6.5 cost $3.25 for metro area cities and up to $8 for million miles per year consequently preventing the DIA airport. The extra fee also bought CU 1,700 to 3,000 metric tons of greenhouse gas emis- students heavily discounted weekend bus service sions from entering the atmosphere. to major Colorado ski areas. Finally, the extra fee helps pay for the HOP and the SKIP bus routes. The CU student bus pass story continues to be an excellent illustration of how a university Similar to the University of Washington’s can cooperate with the local municipality and the modal shift, the decline in C.U. students driving transit agency to achieve a level of service that alone is due to a combination of incentives and may not have been attainable otherwise. disincentives. It currently costs students between Certainly the tremendous student ridership $72 to $120 per semester to purchase a parking increase encouraged the implementation of two permit for lots on the university. As already new transit services which have proven to be noted, the permit fees and daily parking rates pay great assets to the city of Boulder and the goals of for the construction, maintenance and operational its Transportation Master Plan. expenses for surface and structure parking, but not for land acquisition. Now that students have The first of these services, the HOP, is a small- unlimited access to transit, many find it more cost er shuttle type bus that runs on high frequencies effective to ride the bus than pay for parking. connecting the downtown, the university and the Once students decide not to purchase a parking major commercial shopping areas in a circular permit, they more readily choose from the range route. The HOP was initially funded by federal of other available options. grant money but more recently the city and RTD have taken over the bulk of the funding, along The cooperative relationship forged between with support from the student bus pass fee. The students, the administration, employees, the city SKIP is an express bus which travels the and the RTD demonstrates that everyone can north/south span of the city, running by the uni- win if they can come together on common goals. versity at high frequencies.

The SKIP was an idea long in the incubation phase. Student demand and financial support from the bus pass program helped bring the idea to fruition. The RTD, which runs the SKIP, was receptive to the city and the university request for expanded service in part because of the powerful constituency created by student riders. More university transit users were anticipated with the onset of the faculty/staff Eco-pass bus program. Working together, the university, the city of Boulder, and the RTD have provided a user

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 63 Student tickets costs $5 roundtrip, while TTHHEE SSKKII BBUUSS:: EEXXPPAANNDDIINNGG faculty-staff tickets go for $10. SSTTUUDDEENNTT RREECCRREEAATTIIOONNAALL There are different approaches universities can take in establishing a ski bus program:

OOPPTTIIOONNSS -The university may opt to administer the program but contract the bus service to private The CU ski bus program was initiated in 1996 bus companies. to provide students and staff with the option of taking the bus to downhill ski area destinations. -The university may both administer the pro- The student bus pass provided full coverage of gram and provide the buses while directly hiring RTD regional service, including nearby Eldora ski drivers. area. The missing link was service to other moun- -The ski resorts may provide tain resort destinations. The idea was to the buses and service. provide an inexpensive, safe alternative to mountain driving. The ski The CU bus pro- bus program further facilitates a gram to Copper student’s ability to attend CU and Winter Park is without owning a administered personal vehicle. through the CU Environmental The ski bus Center, while Vail program cur- Resorts hires a pri- rently serves vate contractor to Copper run buses to the Mountain Ski Vail Ski Area. Area, Winter Tickets for all bus Park and Vail service must be Resorts. purchased in advance, up to two The ski weeks ahead of bus program time, at the CU Ski is jointly and Snowboard funded by the Club. Student or ski resorts, Faculty/Staff iden- ticket sales, tification must be and a portion shown at the time of pur- of the student chase. The Club also offers discounted lift tickets bus pass fee. The costs for the ski bus add up to at the various resorts. $28, 000 annually. Bus service accounts for $22,000 of that figure, while advertising and The ski bus program has proven to be a very brochure/ ticket printing costs make up the bulk attractive asset of the CU student bus pass pro- of the remainder. Ticket sale revenues range from gram. During its 2 years in existence, the buses a conservative $8,000 with buses at 80% capacity, have often sold out. Caroline Mitchell, a sopho- to $10,000, with buses at full capacity. The resorts more at CU, says, “The ski bus has enabled me chip in about $11,500 and student fees make up to live on campus without a car. It’s a great com- the balance. plement to the local and regional bus service RTD provides.”

64 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER CCSSUU AANNDD FFOORRTT CCOOLLLLIINNSS:: In 1989, the joint planning between the city WWOORRKKIINNGG TTOOGGEETTHHEERR TTOO GGEETT and Colorado State developed into a deeper alliance. The city was about to create a 5-year master transit plan. As part of the process, the TTRRAANNSSIITT UUPP AANNDD RRUUNNNNIINNGG city formed the Adhoc Transportation Committee to formulate a strategic plan that would include The City of Fort Collins and Colorado State the university’s transportation goals. The Adhoc University have had a long history of working together to resolve transportation issues. Starting in 1972, when Fort Collins had less than half its current population, the city involved CSU students in shaping the Fort Collins transit system, Transfort. Students, citizens, and city planners collabo- rated in choosing the best markets and routes. Access between the campus and downtown was priori- tized in the initial service, which comprised 6 small 12-passenger Mercedes buses operating on 4 different routes. The students agreed to pay a fee of 60¢ per semester for Transportation unlimited access Committee con- to the entire cluded that the Fort transit system, a Collins transit ser- modest sum vice should strive even by 1972 to achieve two pri- standards. mary goals: In 1984, the 1) The transit city received service area should grant money be reduced in size from the federal to enable the transit government with system to provide a which they were higher level of ser- able to build a vice within the bus maintenance Photos in this section courtesy of Colorado State University smaller area. facility, buy twelve new 30’ transit 2) It should direct services to transit markets, coaches, and institute a new more comprehensive namely Colorado State University students. transit system. Over the years, the student fee crept up to $3.60 per semester as the city and One CSU staff person was included in the campus got better bus route coverage and transit committee. In order to gain new ideas and facilities. insights, the city’s transportation planner, John

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 65 Daggett, and the university’s representative on heart of the Colorado State University campus the Adhoc Transportation Committee, Jim between the library and the student center. Yamani, visited five different university campuses around the country that had successful transit The combination of the campus focused tran- models. Both returned from this trip excited by sit center and the realignment in transit service all the possibilities, only to find that they needed actually resulted in their surpassing the goal of to convince university administrators and stu- doubling ridership: it actually rose by more than dents that it was worth taking risks to obtain 200%. The student government was results. obliged to renegotiate a new price. In addition, the old guard, who had hesi- tated to embrace transit, was voted out, and a new pro-transit student government was voted in. The new officers ran on a platform supporting transit and a new fee. The student fee was tripled, from its modest $3.20 to $9.20. With the new funding, the transit agency was able to provide more bus service frequency.

In 1992, the university administration still wasn’t completely aware of the extent of the traffic generated by the university. An innovative plan helped bring the severity of the problem to their attention. The city and university agreed to perform a “cordon study” which measured each trip that passed university entrance/exit stations, and points in between, during a twelve hour period. City planners proposed restructuring and In addition to the number of trips, the mode of substantially expanding the transit service to bet- travel was recorded. Various incentives enticed ter serve the student population for an increased fraternity and sorority students to participate by fee. The student government balked at this idea, standing guard and recording during the project. claiming that not enough students would ride the The results of the study caught the administra- buses to make it worthwhile. In response, the tors’ attention: during the 12-hour period, more city planners challenged the student government, than 70,000 transportation events occurred. predicting that by restructuring the service to Nearly 50,000 of these were automobiles and 70% serve students’ needs, ridership would increase of those were drive alone occupants. and Colorado State students would ride Transfort in huge numbers. A deal was struck. Prove that In the years that followed, ridership contin- students would ride transit in large numbers and ued to grow citywide, tripling from 500,000 to the students would agree to renegotiate their 1,500,000 by 1998-99. Since the initial successes transit contract and pay more for the following were achieved, the university started taking seri- years’ service. ous note. Both the city and the university embarked on the path of closer joint planning in a Transfort restructured, concentrating service whole realm of transportation issues, from park- on the home-to-school trip for students in the fall ing to TDM to formulating a joint Transportation semester of 1991. The university allowed Management Plan. There were challenges along Transfort to establish a new transit center in the the way, such as which institution should have

66 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER more authority, but the partnership bore fruit in and taking up one third of the largest student numerous ways: parking lot on campus. The new transit center was conceived as part of the Campus Master The university established an official mass Plan. transit committee, under the direction of Donn Hopkins, chief of University Police. The commit- Campus planners were persuaded that the tee, which includes faculty/staff, student and city new transportation hub should be situated next representation, meets monthly to review transit to the center of student life, the place where most related issues, make recommendations, and pro- students go every day. University leaders were vide information to the administration. likewise tempted by the federal dollars that would flow into the project should it be The city and student government undertook approved. The plans include a transit center, cli- joint marketing strategies. The city provides mate controlled waiting areas, and Transfort money to the university for the purpose of mar- offices. In order to create a mixed-use design, the keting transit and other alternative modes facility would also contain retail space, including through brochures, newspaper ads, bike to work a mid-sized grocery store. week, etc. City and university officials are fairly opti- Both the City and the university work closely mistic that funding will be awarded, primarily with SMART TRIPS, a regional TDM program, through federal discretionary grants. Campus and the City’s local TDM program to promote and city leaders are hoping that such a multi-use alternative transportation throughout the city and facility, situated in the heart of student life, will the Northern Colorado region. set an innovative precedent for other universities.

Not every endeavor, however, has met with Colorado State University and the City of success. In 1996, a pilot program to start up an Fort Collins have set a fine example for other uni- unlimited access faculty/staff bus pass failed, versities and municipalities wanting to forge a after nearly a yearlong effort to get it off the closer relationship in planning. By working ground. John Daggett attributes the failure to a together, the university and the city are making lack of focused marketing and publicity and sup- great strides towards their mutual goals of reduc- porting policy. “We’ll have to try this again when ing traffic congestion and parking demand in and the university’s parking policy and parking situa- around campus. tion make transit for workers and faculty a more attractive alternative.”

The transit service had also been designed more around student needs. The university may be ready to initiate the employee bus pass again, but only after the necessary groundwork has been accomplished. Some of this work may include origin/destination studies, faculty/staff surveys and outreach, bus service modifications, policy enhancements friendly to transit, and a comprehensive targeted marketing and education campaign.

By 1996, the City of Fort Collins and CSU were ready to start co-planning facilities. Within a year, they completed a plan for a $10 million transit center adjacent to the Lory Student Center, extending north from the existing student center

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 67 66.. NNOONN PPRROOFFIITT OORRGGAANNIIZZAATTIIOONNSS AANNDD TTRRAANNSSPPOORRTTAATTIIOONN MMAANNAAGGEEMMEENNTT AASSSSOOCCIIAATTIIOONNSS

Various cities, regional areas and business dis- and TDM programs. tricts have joined universities in seeking the services of non profit organizations (NPOs) to help SMART Trips provides a variety of services them reduce trips. These organizations vary and promotes numerous campaigns both within somewhat in their approaches. They all tend to the universities and business communities: share a common goal: encouraging livable and more environmentally healthy communities by • SMART T. BUCKS program: participants at reducing automobile dependence. Sometimes the UNC in Greeley and CSU in Fort Collins keep NPOs have the larger goal of promoting environ- track of every trip they make not driving alone mentally sound policies in many realms, such as on a special calendar. They then submit these in recycling, and general energy consumption, and exchange for “smart bucks”, dollars which can sometimes they target only transportation. Very be spent in local sponsoring businesses. The more often, the NPOs focus on communities as a whole alternative mode trips, the more bucks are thus serving as connecting point on mutual trans- earned. portation concerns that are shared by universities, colleges and schools as well as area businesses • “STAYING ALIVE” is a program that promotes and the surrounding town, city and county. transportation habits that are healthy for individuals and the environment: walking, cycling, etc. COPIRG, (Colorado Public Interest Again university participants keep track of their Research Group) for example, wages campaigns alternative mode trips and try to win prizes both in a variety of consumer interest and environ- as individuals and within different departments. mental arenas. When students started organizing for a student transit pass program at the Auraria • “GET IT TOGETHER” is an event held in campus, COPIRG stepped in to actively promote February that promotes carpooling, vanpooling the campaign with financial assistance, informa- and riding the bus. tion expertise and guidance and volunteer coordination. AHEC’s bus pass must be re-approved • BIKE MONTH features a variety of activities to every three years, so COPIRG is on active duty entice folks to pedal to work and university. during the election periods. Breakfast stations, bike tune ups, department competitions, prizes, tee-shirts, etc. make up the SMART Trips is a non-profit organization many incentives. that serves the Northern Front Range Transportation and Air Quality Council. It works • EARTH WEEK ALTERNATIVE TRANSPORTA- with communities throughout Weld and Larimer TION CHALLENGE: more promotional activities Counties, including the cities of Fort Collins and that promote environmental awareness concern- Greeley and their respective universities, ing transportation behavior. Colorado State University and the University of Northern Colorado. SMART Trips started out • CARPOOL Rideshare program gathers partici- earlier in the 90’s as a ridematching service pants transportation schedules and destinations agency. It has since extended its purview to on a database and matches potential rideshare include many other alternative transportation partners.

68 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER • VAN GO program provides a fleet of 27 vans to needs. The Campaign then assists the members commuters who pay a monthly fee based on in implementing the programs. Some of the ser- length of trip and other factors. vices include:

SMART trips also works with Employee • Employee survey and site analysis Transportation Coordinators (ETCs) who are vol- • Advocacy and a unified voice on transportation unteer employees within businesses and universi- issues ties who promote alternative transportation with- • Employee training and regular networking in their place of employment. ETCs meet month- opportunities ly over breakfast to coordinate activities and lis- • Special events coordination ten to speakers. • TDM implementation manual and tailored promotional materials SMART Trips is funded through federal grant • RIDEFINDERS Guaranteed Ride Home money that is distributed through the Colorado • Discounted bus passes Department of Transportation. Its many services provide interchange and opportunities for coop- The different members have various motiva- eration between area businesses, the universities tions for participating. In addition to having and the communities in the Northern Front financial concerns about the high costs of traffic, Range. Kathy Collier, director of SMART Trips , road and parking expansions, many are con- says, “ SMART Trips has exceeded its goal for cerned about maintaining a strong quality of life initial participation in the Smart T. Bucks pro- in the Colorado Springs area. Working together gram at UNC, and has seen a 50% increase in par- on reducing drive alone trips offers the opportu- ticipation on average each year at nity to cooperate in tackling one of the communi- CSU.” ty’s most vexing problems.

The COLORADO CLEAN AIR Tyler Stevens of the Clean Air Campaigns CAMPAIGN is a non profit organization which states, “The Campaign has demonstrated great promotes TDM strategies through out major effects from the various programs. The pre-ser- transportation corridors in Colorado Springs. The vice and post- service documented results clearly Clean Air Campaign works on various energy demonstrate its effectiveness.” saving and conservation programs with local businesses and the university with transportation The CIVIC FORUM in Grand Junction, being a major focus. Colorado was born out of the need to provide a cooperative forum for communication between Their Transportation Management citizens and their local and regional government. Association (TMA) consists of specific businesses Its mission statement summarizes not only its and the university who contract trip reduction purpose but the activities it has consistently car- services through the Clean Air Campaign. The ried forward: “Promote the public interest in university appreciates working with other busi- Mesa County by involving citizens in identifying nesses up and down the corridor to mitigate and framing critical public policy choices, forging growing traffic and parking congestion. Each par- recommendations and advocating their adoption” ticipating company or institution makes a 3 year financial pledge to the Clean Air Campaign in The Civic Forum was instrumental in involv- exchange for their services. These membership ing Mesa State students as active participants in contributions, along with funding from the the shaping of a 5 year transit plan for Mesa Colorado Office of Energy Conservation, finance County and Grand Junction. Mesa State subse- the bulk of the Campaigns operations. quently became a central point for the configuration of the transit routing. The Civic Forum pro- The Clean Air Campaign offers its members a vided the platform for students’ voices to be package of travel reduction incentives and TDM heard. measures that are tailored to the participants’ State laws can have significant effects on

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transportation planning at universities and colleges. Certain states, and municipalities as well, Early attempts to create a faculty/staff bus have passed laws requiring major employers to pass at the University of Colorado ran up against reduce single occupancy vehicle (SOV) trips and state legislation that required benefits offered at also reduce the vehicle miles traveled (VMT). one state institution to be available at other state Other laws institutions. affect the dis- Proponents of the bus tribution of pass argued unsuc- benefits to cessfully that some employees of state employers public institu- offered free parking, tions, such as and that offering free employee bus transit passes should passes. There also be allowed. are also state Ultimately, it required guidelines legislation to permit requiring user transit passes. The fee based legislation allows funding to state colleges and finance park- universities to pro- ing operations vide transit passes to and construc- their employees, but tion. The fed- does not permit the eral Clean Air school to request Act and the Transportation Efficiency Act for the additional general fund dollars for this purpose. Twenty-first century (TEA-21) have in turn had substantial impact on transportation policy and Washington state passed the Commute Trip clean air legislation at the state, local and munici- Reduction (CTR) Law in 1991 with the goal of pal level. Below, some of the more significant reducing traffic congestion and air pollution. The state laws are profiled. law requires major employers at private and public institutions to develop Transportation Demand Colorado has a number of relevant policies. Management (TDM) strategies to reduce single The Colorado Commission on Higher Education occupant trips and miles traveled. All major has a policy requiring parking operations at pub- employers of 100 or more people in Washington’s lic universities to be self funding auxiliaries. more populated counties need to comply. Should What this means is that state funds can not be the area fall into a category of non attainment of used for capital or operating costs for providing federal clean air standards, employers with ten parking. This means that parking fees must employees or more may be required to comply. cover the costs of providing the parking. Note, The legislation created a special CTR Task Force however, that land can still be allocated for this to work with employers and determine their purpose, and the parking fees do not have to progress in implementing trip reduction. The law cover the costs of the land. mandates several provisions:

70 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER The employer must appoint an employee such as showers, lockers and secure bike parking. transportation coordinator to supervise and coordinate the employers TDM programs and act as an intermediary between the employer and the TEA-21 has significantly increased the fund- local government. At universities, this job is gen- ing available for transportation. Universities can erally staffed by a full time dedicated position but work with the cities they are located in to submit at smaller colleges the job could go to an employ- requests for federal funding for funding for pro- ee who works with parking and transportation jects such as bicycle or pedestrian facilities, or services. startup funding for new transit services.

Employers must educate employees about TEA-21 distributes the grant money through alternatives to single occupant commutes through the regional Metropolitan Planning Organizations the distribution of information describing other (MPOs). The MPOs control the transportation options. At the University of Washington, there funds that are allocated for projects throughout are several staffed commuter information stations the region. Often there is keen competition in addition to numerous transportation kiosks. between the municipalities for these transporta- UW’s alternative transportation program, the U- tion dollars. In many areas, these funds tend to PASS is also promoted through the university’s be used for roadway construction projects. There special website. are, however, provisions in TEA-21 that give priority to alternative transportation projects. Employers must report to the CTR task Force on the progress made towards SOV and VMT Should a university want to cooperatively reduction and specify the plan to implement apply for funding along with its surrounding TDM measures. municipality, funding proposals for the project need to be placed in the pipeline well in advance. Every succeeding couple of years, the reduc- The projects must be in the long range regional tion goals progressively become more stringent. transportation plan before they will even be considered. It can easily take five or more years. The University of Washington was prompted in part to undertake its ambitious, and ultimately high- The essential point is that university planners ly successful, U-PASS program by an agreement the need to educated about the process in order to university had entered into with the city of Seattle. take advantage of the funding. It is imperative to The Commute Trip Reduction law has been an addi- make contact with key decision makers in the tional impetus for UW to expand their alternative MPO. Collaboration between the city and the transportation and TDM programs. university is critical if the university wants to obtain some of those precious transportation dol- California has some interesting requirements. lars. Finally, the earlier the university gets In addition to employee trip reduction require- involved in the process, the better. ments similar to Washington State, California requires that a certain percentage of parking fines at state colleges and universities be invested in alternate modes. The California Clean Air Act of 1988 mandated stringent clean air standards. This law spawned demanding commute management programs throughout the state. The trip reduction measures require California employers, including universities and colleges, to institute TDM strategies at the workplace. The menu of options range from ride-sharing programs, parking management measures, transit passes, shuttles and provisions for bicyclists and pedestrians,

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 71 88.. CCHHEECCKKLLIISSTT CCRRIITTEERRIIAA FFOORR AA SSUUCCCCEESSSSFFUULL TTDDMM PPRROOGGRRAAMM

In examining the different universities that ✔ Marketing and education are critical. have implemented TDM programs and have sub- Distribute information in the form of brochures, sequently reduced traffic and parking demand, information kiosks, commuter stations and web- several patterns emerge that appear key to their sites. Alternative transportation staff specialists success. or Employee Transportation Coordinators give a big boost to TDM success. Incentives for alterna- Effective TDM programs exhibit certain attrib- tives should be well marketed. utes which often positively reinforce the adoption of alternative travel behavior. Following are ✔ Make the connection between trans- essential elements that should play a large role in portation and land use planning. The university the implementation of alternative transportation master plan should identify transportation prior- programs and TDM strategies at universities. ities and its physical plan and policies should express these priorities. Student housing should ✔ Make it as comprehensive as possible. be clustered close to or on campus to encourage Different commuters have unique travel and pedestrian access. lifestyle needs. The more options they are offered, the more likely they can accommodate ✔ Alternative transportation facilities non- automobile dependent travel patterns. should be safe and convenient. Everything from bike routes, pedestrian crossings, transit ✔ Flexibility is key. A commuter may be shelters, bike parking, signage and lighting need able to use an alternative mode most of the time, to add to the users’ comfort level, not diminish it. but sometimes may need to bring a car to campus. Building in flexible options for different cir- ✔ Identify university commuter travel pat- cumstances can give the commuter the ability to terns; target alternatives to these travel patterns. forego purchasing a regular parking permit. A universal transit pass program won’t attract riders if the buses don’t go where they need to ✔ Integrate measures so that they comple- go. Coordinating bus, bike and pedestrian routes ment each other. Often the addition of a simple, to needed access points makes a big difference. inexpensive benefit can add the necessary measures of security or convenience needed to make ✔ Consider both the carrot and the stick. or break a program. The Guaranteed Ride Home parking management plays a critical role in a and the Night Escort Services are good examples TDM programs. People shift their behavior most- of security measures, while shuttles and pool fleet ly when offered alternatives while simultaneously cars can allow alternative mode users to meet getting the disincentives of higher cost, limited midday demands. parking. ✔ Solicit input from the onset. Different ✔ Work as closely as possible with the sur- university “stakeholders” should buy into the rounding community. Joint planning with city, new programs before implementation. and even county, planners and officials can lead Encourage participation from all players through to much better results. Working with non profit the initiation process and then check back with organizations, Transportation Management them via surveys and advisory committees on an Associations (TMAs) and area businesses can also ongoing basis. be very beneficial.

72 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER ✔ Work towards legislation at the state, regional and local levels that supports alternatives.

✔ Establish evaluation methods. Track modal shifts through surveys and travel diaries.

✔ Choose a knowledgeable consultant. Some consultants are more informed about the wide range of TDM options than others. The consultants listed below under “Contacts and Resources” have extensive experience in land use and transportation planning that incorporates TDM measures.

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 73 99.. CCOONNCCLLUUSSIIOONN

Our universities and colleges are part of our possible to meet energy demands more economi- larger urban landscapes. As our communities cally by working in investments in energy conser- increasingly feel the pressure from the prolifera- vation than simply building more capacity to tion of vehicle traffic, we need to implement meet demand. That’s where we’re heading in strategies for reducing drive alone vehicle trips. transportation: managing demand rather than Our transportation challenges require us to take simply accommodating it .” what may be perceived as risks, but what is actually a return to more traditional, human-centered Anthony Downs, an economist and Brookings urban planning. If we are unwilling to try differ- Institute fellow, has stated similar thoughts when ent approaches to the standard “build and accom- interviewed about his book, Stuck in Traffic: modate” measures embraced in the past few Coping with Peak-Hour Traffic Congestion. “The decades, our communities will be increasingly thing to educate the public about is that supply hostile environments. side solutions... just won’t work...Changing our behavior is the only thing that will really work. Universities and colleges can be at the van- Once people believe that, then it’s up to them to guard of the movement to reclaim cities for peo- decide whether they are willing to pay the price ple, instead of vehicles. It will require a shift in for the demand-side changes, from ride-sharing thinking from the standard tenets of transporta- and employer-sponsored transportation manage- tion planning which stipulates building supply to ment associations to pricing for roads and park- meet demand. Instead, it will take a resolve of ing.” managing demand in lieu of expanding supply. The benefits that universities reap from David adopting this new thinking will go beyond eco- Cook, with nomic gains, although these can be substantial. Parking and The most important gains may be the “intangi- Transit Services bles”: a higher quality campus environment at CU Boulder, and a better educational experience. makes an analo- gy with the As we move into the 21st century, environ- public utilities mental problems such as land scarcity, pollution, movement greenhouse emissions and consequent climate towards con- change will become more acute. It is imperative serving energy that institutions of higher education assume a rather than sim- leadership role in modeling environmentally ply producing sound programs. The giant step to establish recy- more energy to cling programs and facilities at universities and meet projected colleges across the country was a wise move both demand: “In economically and environmentally. The move- the 70’s, utility ment towards managing transportation demand companies fol- promises to follow suit in producing healthier, lowed the for- more fiscally sustainable, and ultimately more mula of project- successful college campuses. ing future energy consumption and planned, accordingly, to build the required standard number of power plants to meet that demand. Amory Lovins, pioneer of the energy efficiency movement, demonstrated that it was

74 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER MacKenzie, J.J., and M.P. Walsh, Driving Forces: RREEFFEERREENNCCEESS Motor Vehicle Trends and their Implications for Global Warming, Energy Strategies, and Badgett, Shauna L., Ishimaru, John and Rutherford, Transportation Planning (World Resources Scott G., 1992. “Transportation Demand Institute, Washington, D.C., 1990). Management: Concept Overview”, October, 1992 Washington State Transportation Commission, McNeill, Bonnie. 1997. “Urban College & Innovations Unit, Seattle, Washington. University Parking Rate Structure Survey”, Auraria Parking & Transportation Services, 1997 Baskett, Debra and Ungemah, David.1997.”Congestion Relief Study”, Go Boulder- Mesa County Regional Transportation Planning Office Alternative Transportation Dept., City of Boulder and Mesa County Civic Forum. 1998. “Report on the 1998-2002 Transit Development Plan”, August 1998 Beimborn, Edward and Meyer, James. 1996. “An Evaluation of an Innovative Transit Pass Newman, Peter and Kenworthy, Jeffrey . Sustainability Program: the UPASS, Final Report 1996, Center and Cities: Overcoming Automobile Dependence, for Urban Transportation Studies”, University of Is;land Press, Washington D.C. 1999 Wisconsin Milwaukee, US Department of Transportation and Wisconsin Department of Policy Report to Vancouver City Council. 1997. “Model Transportation TDM Program at University of Washington (U-PASS)”, March 25, 1997 Cornell University Office of Transportation Services. 1996. “Commuting Solutions: Summary Regional Transportation District (RTD). 1998. “ CU of Transportation Demand Management Program Staff/Faculty BuffOne Card Tracking Survey”, (TDMP)”, June 1996 November 1998 David Bamberger & Associates. 1997. “Financial Ruiz, M., et al. The History of the Automobile (Gallery Feasibility: Proposed Free Faculty/Staff Bus Pass, Books, New York, 1985). University of Colorado at Boulder”, Final Report, August 1997 Shoup, Donald C. 1997. “The High Cost of Free Parking”, Journal of Planning and Research, 1997, 17:3-20 Graves, Tabitha. 1993. “Transportation Demand Mangement(TDM) Programs: Profiles of Selected Takemoto-Weerts, David, 1997. “Evolution of a Cyclist- Universities” December, 1993. University of Friendly Community-the Davis Model” Wisconsin-Madison, Campus Ecology Research Project Report, #5 The Center for Urban Transportation Research, University of South Florida. 1996. “Commute Landlines Interview with Anthony Downs. 1993. Alternatives Systems Handbook”, May 1996, Florida “Commuters’ Choice on Traffic Congestion: Change Department of Transportation Rush-Hour Habits or Pay the Price”, Lincoln Institute of Land Policy, May 1993, Vol. 5, #3 Toor, William. 1998. “Transportation Planning at the University of Colorado: Finding a New Way, The MacKenzie, J. J., Electric and Hydrogen Vehicles: Declaration, Association of University Leaders for a Transportation Technologies for the 21st Century Sustainable Future”, Winter 1998, Vol. 2, #1 (World Resources Institute, Washington, D.C., 1994). Transystems Corporation Consultants. 1998. MacKenzie, J. J., R.C. Dower, D. Chen, et al., The “Auraria Higher Education Center Transportation Going Rate: What it Really Costs to Drive (World & Parking Plan”, Final Report, September 30, 1998 Resources Institute, Washington, D.C., 1992).

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 75 U-PASS Annual Report, September 1995- University of Iowa: September 1996, University of Washington http://www.uiowa.edu/~cpc/framework.htm#imp

Williams, Michael E. and Kathleen L Petrait, University of California-Davis: “U-PASS: A Model Transportation Management http://www.taps.ucdavis.edu/bicycles.htm Program That Works”, Transportation Research Record 1404 University of Oregon: http://darkwing.uoregon.edu/~uplan/trans- World Resources Institute in collaboration with po/danw.html the United Nations Environment Programme and the United Nation's Development Programme, World Resources 1994-95 (Oxford University Press, New York, 1994). AAUUDDIIOOVVIISSUUAALL RREESSOOUURRCCEESS “Moving Beyond Auto America” (1991), 28 min., VHS, The Video Project. Featuring Ralph Nader, this video questions America's dependence on the automobile and presents alternative transportation systems already in use around the world.

“Return of the Scorcher” (1992), 27 min., VHS, The Video Project. Most of the world depends on the bicycle for basic transportation. This video asks why this method of transportation isn't more widely used in America.

“Running on Empty” (1988), 58 min., VHS, The Video Project. This video traces how the automobile became the mainstay of our transportation system and also looks at the viability of alternative fuels and public transportation.

WWEEBBSSIITTEESS Campus Parking: http://www.parkingplanet.com/links/

International Parking Institute: http://www.parking.org

ISTEA Reauthorization Platform: http://www.outdoorlink.com/bikesistea/about/ platform.html

Pedestrian Access Guidelines: http://www.dnv.org/planning/pedestri.htm

76 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 1100.. CCOONNTTAACCTTSS AANNDD RREESSOOUURRCCEESS UNIIVERSIITIIES (303) 444-0297, 492-8308 [email protected] Edward Beimborn University of Wisconsin-Milwaukee Kay Rios Center for Urban Transportation Studies CSU Parking Services PO Box 784 201 Green Hall Milwaukee, WI 53201-6958 Ft. Collins 80523 [email protected] (970) 491-7041 [email protected] David Cook C.U. Parking & Transit Services Donald C. Shoup C.B. 502, 1050 Regent Dr. University of California, Los Angeles Univ. of Colorado Professor of Urban Planning Boulder, CO. 80309 Institute of Transportation Studies (303)735-5600 School of Public Policy and Social Research [email protected] 3250 Public Policy Building University of California Peter Dewey Los Angeles, California 90095-1656 University of Washington 310-825-5705 UW Transportation Office FAX 310-206-5566 PO Box 352210 [email protected] Seattle, WA. 98195-2210 (202) 616-2050 David Takemoto-Weerts FAX (206) 543-1277 Bicycle Program Coordinator e-mail: [email protected] University of California at Davis U-PASS Website: One Shields Ave. http://www.washington.edu/upass/ Davis, CA 95616-8724 530-752-8875 Clint Joy FAX 530-752-8875 Auraria Parking Services [email protected] 777 Lawrence Way www.taps.ucdavis.edu Denver, CO 80217 (303)556-2014 Will Toor [email protected] University of Colorado Environmental Center C.B. 207 David Lieb Boulder, CO. 80309 Cornell University Transportation Office (303)492-8308 116 Maple Ave. [email protected] Ithaca, NY (606)255-4628 Robert Wonnett [email protected] Univ. of Colorado, Colorado Springs Website: http://www.cornell.edu 1420 Austin Bluffs Colorado Springs, CO 80908 Françoise Poinsatte (719)262-4443 University of Colorado Environmental Center [email protected] C.B. 207 Univ. of Colorado Boulder, CO 80309

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 77 CCOONNSSUULLTTAANNTTSS HELPFUL ORGANIIZATIIONS Carter & Burgess American Public Transit Association Jennifer Heisler Anthony Korneski 216 16th , Ste. 1700 1201 New York Ave., NW Denver, CO 80202 Washington D.C. 20005 303-820-5240 202-898-4030 FAX 303-820-2402 [email protected] Association for Commuter Transportation (ACT) 1518 K Street, NW, Suite 503 Charlier Associates, Inc. Washington DC., 20005 Jim Charlier 202-393-3497 1877 Broadway, Ste. 705 [email protected] Boulder, CO 80302 http://tmi.cob.fsu.edu/act/act.htm 303-449-1903 Bicycle Federation of America MRW & Associates Bill Wilkinson Mary Reed Wolf Executive Director- 3570 E. 12th Ave., Ste. 206 Suite 200 Denver, CO 80206 1506 21st ST., NW 303-333-5871 Washington, DC 20036 FAX 303-333-1378 202-463-6625 [email protected] [email protected]

Patti Post & Associates The Civic Forum Patti Post PO Box 2731 1014 Bienvenidas Ave. 225 North 5 Street Pacific Palisades, CA 90272 Grand Junction, CO 81502 310-230-4400 970-241-1064 FAX 310-230-4480 FAX: 970-241-1912 [email protected] Community Transportation Association of Transportation, Telecommuting and America Telecommunity Consulting Janet McGlynn Elham Shirazi 1341 G Street NW, Suite 600 6215 Drexel Ave. Washington DC 20005 Los Angeles, CA 90048 202-628-1480 323-931-7672 FAX 323-931-8494 CoPIRG: the Colorado Public Interest Group [email protected] 1530 Blake Street, Suite 220 Denver, CO 80202 Urban and Transportation Consulting 303-573-7474 Stuart Anderson FAX 303-573-3780 1041 Marion St. [email protected] Denver 80218 [email protected] 303-832-6357 Fax303-832-6342

78 FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER GO Boulder, Alternative Transportation Dept. University & Community Transportation Tracy Winfree Association City of Boulder c/o John Daggett Post Office Box 791 1701 Sycamore Street Boulder, CO 80306 Fort Collins, CO 80521 303-413 7304 John Daggett FAX 303-441-4271 970-224-6190 [email protected] [email protected] http://bcn.boulder.co.us/boulder/go-boulder

National Wildlife Federation Campus Ecology Program 8925 Leesburg Pike Vienna, VA 22184 703-790-4318 www.nwf.org/campus Free copies available of Campus Ecology Toolkit: A Complete Guide to Resources for Greening your Campus

Sierra Student Coalition 145 //waterman St. 1st Floor Providence , RI 02906 1-800-JOIN-SSC [email protected] www.ssc.org Sierra Student Coalition trains students to become effective organizers.

SMARTTrips Kathy Collier 235 Mathews St. Ft. Collins, CO 80524 (970)224-6124 [email protected] SMART Trips web: http://www.smarttrips.org

Surface Transportation Policy Project 1100 17th St., NW 10th Floor Washington, DC 20036 (202) 446-2636 FAX: (202) 446-2247 [email protected]

FINDINGINDING A NEW WAY UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER 79 UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER

The University of Colorado Environmental Center has been nurturing student leaders ever since 1970, when it was founded by the students who organized the first Earth Day at CU. We believe that the best way that young people can learn is by actively engaging in real world environmental policy issues, both on and off campus.

We work with students to examine policy issues on campus, using CU as a living laboratory, and in the broader community. Students take on projects, where they learn to analyze environmental problems, propose solutions, and work on implementing these solutions. Many of these student projects have led to concrete change:

The CU Recycling program, started as a student volunteer effort, has grown to become a national model. Recent honors include the National Recycling Coalition award for outstanding campus recycling program, and the Federal Environmental Executive’s model campus program.

The CU student bus pass program has taught thousands of students that you don’t need a car to get around. Student transit use has gone up 500% since the program started in 1991, prompting the United States EPA to give the program a 1997 Way To Go! award. Prompted by the student success, the administration started a faculty/staff transit pass program in 1998.

The Center may be contacted at 303-492-8308, by e-mail at [email protected], or by mail at Campus Box 207, Boulder, CO 80309

FINDING A NEW WAY SLIDE SHOW:

Would you like a slide show presented at your campus on the issues addressed in this book? We have a 40- minute slide show, suitable for a variety of audiences, from students to administrators. Please contact the CU Environmental Center at 303-492-8308, or e-mail [email protected] to get information on costs and scheduling. THE UNIVERSITY OF COLORADO ENVIRONMENTAL CENTER THIS PUBLICATION IS FUNDED BY A GRANT FROM THE COLORADO OFFICE OF ENERGY CONSERVATION