INTRODUCTION
Transportation
and Parking Services (TAPS) wishes to thank everyone that took time from their
busy schedules to review and comment on the Draft Long Range Access Plan
Options Study 2001-2010 (LRAP). Since
the LRAP was distributed to the campus on
The
strategic planning surrounding transportation and campus access is an on-going
effort. There will be continued
discussions with the campus community on the numerous issues raised in the
Access Plan. The purpose of this plan is
to provide the community with an update on the parking program and to inform
customers of several actions that are in progress or planned for the near
future.
Actions
1. The Office
of Administration will continue to examine all costs within Parking Services’
budget to ensure parking revenues are used exclusively to support parking
related costs.
2. The Offices
of Administration and Resource Management and Planning have adopted and
implemented a campus Replacement Parking Policy (Attachment A)to address the value and reimbursement concerns
raised by the Academic Senate, Staff Assembly and ASUCD.
3. The Office
of Administration has established a Transportation and Parking Administrative
Advisory Committee (Attachment B) to
assist the Vice Chancellor—Administration and TAPS in the formulation of
policies and procedures related to the overall transportation program of the
Davis Campus.
4. The Offices
of the Chancellor, Administration, and Resource Management and Planning have
authorized TAPS to implement Option 1 (construct the West Entry Parking
Structure) of the LRAP. In 2005, TAPS
will lead a campus effort to re-evaluate the LRAP to determine the type
(surface or structure) and number of parking spaces the campus will need to
construct to meet its access requirements.
5. The Office
of Administration has authorized TAPS to implement a four-year phased parking
permit rate increase, beginning fiscal year 2002-03, to offset the debt service
obligation of the West Entry Parking Structure scheduled for occupancy in winter
2005. The specific rate increases for
each of the four years will be forwarded to the Campus Rate Committee annually
for review.
6. In response
to the concerns identified by the Academic Senate’s Special Committee on
Transportation and Parking regarding the construction of a new South Entry
Kiosk and the relative shares that other campus budgets might contribute to
funding this facility (estimated to cost $300,000), TAPS will reduce its
financial commitment to the project and will contribute sixty-five percent of
the funding. Sixty-five percent reflects
the level of parking-related services the new kiosk will provide campus parking
customers.
7. The current
$700,000 annual campus allocation to the Road and Pathway Fund is supplemented
by an additional $300,000 annually from Grounds Services to maintain roads and
pathways. Parking Services’ annual
budget contribution to this $1,000,000 campus allocation for campus roads and
pathways is currently $300,000 and is proportional to the parking-related use
of these facilities.
8. TAPS has
developed a Draft UC Davis Bicycle Plan (Attachment
C) to serve as a guide to the continuing improvement and encouragement of
bicycling as a significant mode of transportation on, to and from the campus.
9. Unitrans has
developed a Short Range Transit Plan 2002-2006 (Attachment D) to provide a five year outlook for transit
operations, service planning, budgeting and capital programming. The Plan also includes background information
on the Unitrans bus service and analyzes options for future service development
and growth over the next five years.
TAPS and Unitrans are working closely to integrate their plans so that
continued access to the campus is maintained in the future.
10. The Smart
Mobility Model Project is a collaborative effort among the UC Davis Campus, the
California Department of Transportation (Caltrans), UC-Wide Partners for
Advanced Transit and Highways, ITS-UC Berkely and UC Davis’ Institute of
Transportation Studies to develop and test a new approach to transportation
planning and smart growth. The goal of
the project is to optimize individual mobility through improved connectivity
among modes, enhanced techniques to link land-use planning and transportation
system design, and advanced information and clean-fuel technologies. At UC Davis, TAPS and campus planners are
interested in applying innovative mobility services and technologies to the
upcoming UC Davis Long Range Development Plan.
Please see pages 26-29 for additional information on this exciting
project.
The planning process has recently commenced on the
West Entry Parking Facility Development Project scheduled to be completed in
the winter of 2005. This parking
structure and several additional surface parking facilities are planned to
address the parking demand anticipated in the near future as the campus
continues to grow. Future parking rate
increases, necessary to support parking facilities development and increased
operational expenditures, will be proposed over a four-year period (July
2002-July 2005) to avoid implementing spiked rate increases over a short
term.
Transportation
and Parking Services’ Long Range Access Plan (LRAP) outlines the access needs
of the campus and the preferred solution to accommodate them through the year 2005. This plan has two chapters. Chapter 1 is the Parking Services Development
Plan. This chapter provides a summary of
the current parking program and outlines the program development necessary to
meet future demands, including the proposed parking permit fee increases
required to fund growth and future parking facility development. Chapter 2 is the Alternative Transportation
Program (ATP) Development Plan that provides a summary of the existing campus
ATP and identifies future efforts that will be investigated and considered for
inclusion into the program. The ATP
program has been developed over the years to help minimize campus parking
demand and the amount of land needed to accommodate this demand, and to contribute
to local efforts to improve air quality and reduce traffic congestion.
In
light of anticipated growth in the campus population over the next four years
and planned construction projects with resultant displacement of existing
parking facilities (Attachment E), a
plan is needed to ensure viable access options continue to be offered. The plan incorporates assumptions and
projections provided in the 1994-2005 UC Davis Long Range Development Plan
(LRDP), with additional input and direction from the Office of Resource
Management and Planning. When the campus
LRDP is updated (2003-2015), any new planning assumptions will be incorporated
into the Access Plan.
Since the plan will affect virtually everyone on
campus as well as some segments of the local community, input on the plan is
being solicited from all UC Davis faculty, staff and students, as well as the
The Long Range
Access Plan is available for review at the following locations:
·
The Office of
each Vice Chancellor and Dean
·
Reserved Reading
Room at Shields Library on the UC Davis campus
·
·
UC Davis
Transportation and Parking Services Office
·
http://www.taps.ucdavis.edu
Transportation and Parking Services acknowledges the
plan is a snapshot of the general campus approach to access and must be
continually reconsidered and evaluated as the landscape and projected future of
the campus change.
Responses to the Access Plan can be provided in the
following ways:
·
In writing to
Transportation and Parking Services,
·
e-mailed to: taps@ucdavis.edu.
Because the Access Plan is an evolving document, all
responses received will be incorporated into the campus’ ongoing discussions of
access plan development and implementation.
Questions
regarding the plan can be directed to Clifford A. Contreras, Director of
Transportation and Parking Services, at 752-5435 or cacontreras@ucdavis.edu.
TRANSPORTATION AND PARKING SERVICES
PARKING SERVICES DEVELOPMENT PLAN
2002 - 2005
Transportation & Parking Services (TAPS) was
established in 1987, in support of the University’s need to fund and coordinate
campus access needs.
As a department of the Division of TAPS, Parking
Services is responsible for the coordination of vehicular access. Parking Services is a self-supporting
auxiliary enterprise and does not receive Federal, State or University funds to
sustain its operation. Parking Services
is responsible for generating sufficient revenues to fund its operation
including program administration, maintenance and construction of campus parking
facilities, and debt service on loans for major construction projects. The parking program is financed solely by
user (parking permit holder) fees.
Parking permits are required to park on campus from
Parking permits may be purchased by faculty, staff and
students on a short or long term basis.
Specialty parking permits are available for departments and individuals
who require special accommodation.
Students who live in student/family housing are provided with Housing
parking permits that are valid only in housing lots located adjacent to the complexes. Beginning fiscal year 2002-03, the Student
Housing Office, a division of Student
Affairs, will restrict first year students who live on campus from bringing a
vehicle to campus.
Parking meters are located throughout the campus for
short term parking. Visitor parking is
provided in specific lots throughout the campus, with all lots and meters available
to visitor permit holders after
Construction and Special Event planning provides
needed access for specialized activities and minimizes the impact on regular
parking customers. The Special Events
Attendant Program manages vehicle access, provides convenient parking and
maintains a positive presence throughout special events.
Parking Services provides a number of services as part
of the Motorist Assistance Program (MAP).
This service is provided to the campus community whether or not an
individual possesses a valid UC Davis parking permit. This complimentary assistance consists of
vehicle entry if keys are locked in an individual’s vehicle; tire inflation; a
ride to the nearest gas station with a gas can to purchase gasoline or diesel;
battery jumps; and lights-on notification.
The
Parking Services Maintenance Program includes major lot maintenance, routine
maintenance and field equipment maintenance.
These efforts are implemented to protect facility investments and to ensure
ongoing services are provided to parking customers.
Attendant
assisted parking (stack parking) is provided in specific parking facilities on
campus to accommodate peak parking demands.
Use of attendants to coordinate parking in the aisles of parking facilities
provides additional capacity to existing lots, mitigates shortages in parking
spaces, and can minimize the need to construct new parking facilities.
Access
to the closed campus core is controlled to reduce vehicular traffic within this
area that has been established as a pedestrian, bicycle and service vehicle
zone. Accommodation is provided for
departments within the center core, service departments and persons with
disabilities. Parking of vehicles used
for personal commuting purposes is not permitted.
The
Parking Services Development Plan is an assessment of the current status and
future course of the development of parking facilities. A major objective of the Plan is to provide
operational, financial and physical solutions to meet campus parking demands.
The Plan identifies the physical improvements and operational enhancements that
are required to see Parking Services through 2005.
Major Issues:
·
Operational
Issues
-
Maintain adequate
parking facilities and service levels
-
Manage parking
demands
·
Financial Issues
-
Generate
sufficient revenue to support the Development Plan
-
Manage parking
rate increases
·
Physical Issues
-
Construct parking
facilities consistent with the LRDP
§
Ten-minute walk
to core
§
Convenient access
to major event venues
§
Quality/cost of
construction
Plan Time Frame. The Plan covers a four year
time frame.
Future Plan Revisions. The Plan will
be reviewed as necessary to ensure that it continues to represent newly arising
conditions, demand factors, and facility needs.
The Plan will be updated periodically to reflect new construction. A thorough review and updating of the Plan
will be accomplished within three years to incorporate the changes reflected in
the updated campus LRDP.
The existing configuration and recommended future
development of parking facilities are portrayed in the following:
·
2002 Parking
Services Layout Plan (Attachment F)
·
2002 Parking
Space Inventory (Attachment G)
·
UC
Parking Services Role. It is
anticipated that the future role of Parking Services will remain essentially
the same as the present; to serve the vehicular access needs of the campus
community.
Parking
Spaces. As of May 2002, the number of parking spaces
in the campus core (the area within the perimeters of Russell Boulevard, La Rue Road, Old Davis
Road and A Street, and including Lots 1, 2, 5, 10, 35, 49 and the South Entry
Parking Structure) as well as areas stack parking was in effect, is 8,194.
Parking Utilization. The parking
utilization results of the winter survey taken
Campus Population. The campus population figure for the year 2001 – 2005
is based on the student, faculty and staff population growth path proposed by
the campus and projected by the Office of Resource Management and Planning.
|
Year |
Campus Population |
|
2001 |
34,876 |
|
2005 |
37,556 |
NEW
PARKING SPACES REQUIRED
The core campus utilization benchmark (from the campus
LRDP) states that additional parking shall be provided if it is determined
that:
(a) The winter parking utilization rate is over 90 percent
in the central campus, Medical Sciences Complex, or major facilities on the
West and South Campus. (This means that
over 90 percent of the parking spaces are occupied when the utilization surveys
are conducted.)
(b) A project would eliminate existing parking and
increase the projected utilization rate by more than 85 percent without
permitting adequate time (usually 24 months) to implement a parking solution;
or
(c) A project would require additional parking due to
projected population growth and increase the utilization rate to over 90 percent,
unless decreases in projected parking demand are expected to counteract this
trend.
Attachment I identifies the total number of spaces utilized within
the central campus for winter (7,241 spaces).
By dividing the number of spaces utilized during the winter by the
campus population, an estimate of the percentage of the campus population
parking on campus on a given day during peak demand times can be
determined. An example is provided
below.
|
Season |
Parking Spaces Utilized Within Central Campus |
|
Campus Population |
|
Percentage of Campus Population Parking |
|
Winter 2002 |
7,241 |
÷ |
35,547 |
= |
0.20 |
Attachment J identifies the percent changes from 1987 to 2002 in
the campus population that drive to campus on a daily basis. Also identified are the percentage increases
in rates for the “A” and “C” permits for the same period.
The
equation used to identify the number of parking spaces within the central
campus required to meet the needs of the campus population (using the 90
percent benchmark) is as follows:
(campus
population)(% of population parking) = (.90)(x)
x =
(campus population) (% of population parking) (1/[core campus utilization
benchmark of 90%])
Applying
this approach to the years for which Parking Services has established
population projections (2001 – 2010) allows Parking Services to forecast the
following information:
·
Number of new
parking spaces required
·
Budget
expenditures
·
Proposed parking
rate increases
Tables 1 and 2 are a compilation of information which
identifies the number of new parking spaces required, budget expenditures and
proposed parking rate increases to accommodate access on campus from 2002–2005.
Tables
1 and 2 identify the construction of a multi-level parking structure of 1,500
parking spaces. Additionally, Tables 1
and 2 identify the utilization of stack parking to mitigate the peak demand for
utilization and to minimize the construction of parking spaces.
NUMBER OF
NEW PARKING SPACES REQUIRED:
STRUCTURED
PARKING—OPTION 1
REVENUE AND EXPENSE COMPARISON
Parking Options. To
meet the parking demand, spaces may be provided through a combination of (1)
infill surface parking in the academic core, (2) additional parking
structure(s) on the edge of the academic core, (3) peripheral surface parking
adjacent to the perimeter road, (4) remote surface parking which requires a
transport vehicle to shuttle customers from the parking facility to the core of
campus, (5) parking for campus residents adjacent to housing facilities, (6)
“Stack Parking”, a program which takes advantage of aisle space within parking
facilities to double-park vehicles without disrupting traffic circulation (parking
attendants are provided within parking facilities to facilitate vehicle parking
and retrieval), and (7) campus parking restrictions. Effective Fall Quarter 2002-03 the Student Housing Office, a division
of Student Affairs, will restrict first year freshman students who live on
campus from bringing a vehicle to campus.
This policy, when implemented will effectively add approximately 600
additional parking spaces to the campus inventory. To be consistent with the Long Range
Development Plan, the majority of the parking space needs will be provided
through the construction of additional parking structures. With this approach, the following will be
realized: the amount of land needed for parking will be minimized; new parking
facilities will be located closer to the center of campus (minimizing the need
to shuttle customers from remote parking facilities); multiple event venues
will be served by each structure; and close freeway access will be available.
Demand
Characteristics. The demand for parking facilities is
generated by faculty, staff, students, visitors, vendors, and contractors. It is anticipated that Parking Services may
need to construct additional facilities beyond the core campus utilization
benchmark to accommodate major event venues that wish to maximize the
utilization of their facilities, particularly for daytime events.
FINANCIAL
AND IMPLEMENTATION ISSUES
Capital
Improvement
General Approach. It is
preferable to match parking facility construction to forecast increases in
parking activity. Table 1 identifies the
number of parking spaces required to be constructed over the next four years to
meet the core campus 90% utilization benchmark.
Costs.
The cost for structure space construction is calculated at $17,500/space. The cost for surface space construction is
calculated at $2,000/space.
Funding Source. It is the
Financial
Projection
Parking Services projected operating income, retained
earnings and credit history is sufficient to fund the capital improvement plan
over the four year planning period.
Caution must be exercised, however, in establishing
higher parking rates. A reasonable
balance must be sought between the need for a financially viable parking
program, public access considerations, and general market conditions. In this regard, Parking Services rates will
be established in a manner which permits the University to safely operate and
improve parking facilities while attracting and serving Parking Services’ user
groups.
Summary
of Recommendations
Revenue/Expenses. Parking Services
should continue to aggressively develop all revenue resources and strictly
control and minimize all operating expenses.
Rates and Charges. Parking rates
and charges should be reviewed and adjusted on a regular basis to ensure that
revenue is generated consistent with Parking Services role, facilities and user
demand.
MONTHLY RATE
INCREASES
FINANCIAL
PROJECTION
In
order to obtain a more complete picture of Parking Services finances, a
financial projection covering four years of parking related capital
improvements has been prepared (Table 2). These values are intended as an
initial guide for financial planning purposes. Parking Services will
periodically update and revise these financial projections to correspond with
future information.
All data is adjusted for future inflation per
year. The projection values set forth in
Table 2 are based upon the following assumptions:
·
Parking activity
will increase as anticipated by this four year plan.
·
Parking Services
management will continue to aggressively review and adjust all rates and
charges on an annual basis consistent with demand and the role of parking.
·
Parking
facilities will be constructed at the times indicated in the Parking Services
Development Plan.
·
Parking fee
increases needed to establish an income level to cover debt service on parking
structure construction loans will be in the form of incremental increases to
minimize the annual impact on parking customers.
Table 4 sets forth cost estimates (based upon 2002
dollar values) for planned parking facility development over the next four
years. The estimates are tabulated
consistent with the anticipated project implementation sequence. It must be emphasized that the development
costs presented in Table 4 has been estimated on an order-of-magnitude basis
for preliminary planning and programming purposes only. Specific project analysis and detailed
engineering design will be required at the time of project implementation to
provide more refined and up-to-date estimates of developmental costs. As presented in Table 4, the Capital
Improvement Plan proposes a total cost of approximately $38,348,000 over a four
year planning period.
Table
5 is an analysis of reserves over four years (2002-2005). As parking rates are increased in the years
prior to beneficial occupancy of each of the parking structures, reserves are
accumulated which will be used to fund a variety of parking related projects.
Attachment A identifies a campus Replacement Parking Program to
address the value of parking facilities lost to the location of new building
facilities.
Attachment B identifies the establishment of Transportation and
Parking Administrative Advisory Committee made up of faculty, staff and
students to assist the Vice Chancellor of Administration and TAPS in the
formulation and policies and procedures related to the overall transportation
program of the campus.
The current $700,000 annual campus allocation to the
Road and Pathway Fund is supplemented by an additional $300,000 annually from
Grounds Services to maintain roads and pathways. Parking Services’ annual budget contribution
to this $1,000,000 campus allocation for campus roads and pathways is currently
$300,000 and is proportional to the parking-related use of these facilities.
In response to the concerns identified by the Academic
Senate’s Special Committee on Transportation and Parking regarding the
construction of a new South Entry Kiosk and the relative shares that other
campus budgets might contribute to funding this facility (estimated to cost
$300,000), TAPS will reduce its financial commitment to the project and will
contribute sixty-five percent of the funding.
Sixty-five percent reflects the level of parking-related services the
new kiosk will provide campus parking customers.
PARKING
FACILITY DEVELOPMENT
PLANT
RESERVE FOR CAPITAL PROJECTS
TRANSPORTATION AND PARKING SERVICES
ALTERNATIVE TRANSPORTATION PROGRAM
DEVELOPMENT PLAN
2002 - 2005
SUMMARY
OF THE EXISTING ALTERNATIVE TRANSPORTATION PROGRAM
The
UC Davis Alternative Transportation Program (ATP) is a program within the
Division of Transportation and Parking Services (TAPS) and provides the campus
community with programs and incentives that encourage ridesharing, thereby
contributing to a better campus environment by helping to improve air quality,
reduce traffic congestion, and minimize the campus resources necessary to
accommodate automobile parking demands.
Individuals who rideshare to campus help promote these endeavors. Ridesharing in turn, benefits participants by
helping to save money (parking, gas, vehicle wear and tear), reduce commute
stress and eliminate daily parking hassles.
The ATP is comprised of the following program
elements: Carpool Program; Vanpool Program; Transit Program; Pilot Trainpool
Program; Bicycle Program; UCD/UCDMC Intercampus Shuttle; Emergency Ride Home
Program; Transportation Centers; Interaction with other agencies involved in
local and regional transportation provision and planning efforts; and Extramural
funding for transportation projects. The
ATP also coordinates closely with the Intercampus Shuttle to Berkeley
(TAPS--Fleet Services) and Unitrans (ASUCD).
A detailed explanation of each component follows.
Carpool
Program. The Carpool Program is open to all faculty,
staff, and intercity commuting students of UC Davis. Two or more individuals sharing a vehicle on
the majority of their commute trips to the campus constitutes a carpool.
Program Incentives
·
Reduced parking
fees.
·
Preferential,
reserved parking spaces (for carpools enrolled in the program through the end
of the fiscal year) are offered to each carpool. Spaces are reserved from
·
Two courtesy days
of parking per month of participation are provided.
·
Emergency Ride Home
(ERH) program is provided for registered members.
·
Rideshare
matching services are available through the TAPS Office to all individuals
looking for others with whom to share the ride.
TAPS utilizes the Sacramento Area Council of Government’s (SACOG) region-wide
rideshare database. A list of potential
partners (if available) is provided from this source. For individuals that reside outside of the
Vanpool
Program. The Vanpool Program is open to all faculty,
staff and intercity commuting students of UC Davis. A vanpool consists of seven or more people
sharing one vehicle on the majority of their commute trips to campus. One parking permit is assigned to one member
of the vanpool.
Program Incentives
·
Two courtesy
Daily Pool Parking Permits per month of participation for each seat in the van
are provided. Permits are intended for
regular/full-time riders on those occasions when they must drive alone to
campus.
·
The pool’s
parking lot choice of an all-day, reserved parking space.
·
Emergency Ride
Home (ERH) services.
·
Subsidy of the
first three months of operation to help get vanpools up and running. The subsidy is allocated in the following
manner: Month one--pay for three empty seats; Month two--pay for two empty
seats; Month three--pay for one empty seat.
·
One-half of the
cost of a medical examination, used solely to qualify as a vanpool driver, is
reimbursed. Reimbursement amount is up
to $30.00 maximum, with three exams per van.
·
Vanpool formation
assistance: locating individuals that live in the same geographic areas;
determining the level of interest in forming a vanpool; arranging meetings
between interested individuals and a vanpool leasing company; assisting in
completing necessary paper work for leasing a van and qualifying drivers.
·
Assistance in
filling empty/available seats as requested.
