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 October 15, 2001, the Offices of Administration and Resource Management and Planning have been gathering comments from our community.  In addition to a careful review of the comments, representatives of these offices have met with representatives of various constituencies including the:  Academic Senate Special Committee on Transportation and Parking; Chair of the Faculty Welfare Committee; Chair of Staff Assembly and the ASUCD Internal Affairs Commission. TAPS invites the community to review and comment on the four year Long Range Access Plan 2002-2005, which has been shortened from the previous plan to ensure that appropriate consideration is given to the campus’ updated Long Range Development Plan 2003-2015.

 

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 Davis community as a whole.  Regular and continued input will be helpful in developing a more informed Access Plan. 

 

 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

·        Davis Branch of the Yolo County Library

·        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, University of California, Davis, CA, 95616

·        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.


 

 

 

 

 

 

LONG RANGE ACCESS PLAN

 

TRANSPORTATION AND PARKING SERVICES

 

 

 

 

 

 

 

 

 

CHAPTER 1

 

PARKING SERVICES DEVELOPMENT PLAN

 

2002 - 2005

 

 

 

 


 

 

SUMMARY OF THE EXISTING PARKING PROGRAM

 

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 7:00 a.m. to 10:00 p.m. (September 15-June 15) and 7:00 a.m. to 5:00 p.m. (June 16-September 14).  Parking enforcement is utilized to ensure access to permit holders, ensure that all users contribute to the support of the parking program, and to enforce posted restrictions.  Parking Services is responsible for enforcing portions of the UC Davis Traffic and Parking Code and the California Vehicle Code.

 

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 5:00 p.m.   

 

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.

 

 

 

OBJECTIVES OF THE PARKING SERVICES DEVELOPMENT PLAN

 

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 Davis Long Range Development Plan 1994-2005:  Major Parking Areas and Roadways (Attachment H)

 

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 UTILIZATION ACTIVITY AND CAMPUS POPULATION

 

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 January 28-30, 2002, (Attachment I) was 88%.

 

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.

 


TABLE 1

 

NUMBER OF NEW PARKING SPACES REQUIRED:

 

STRUCTURED PARKING—OPTION 1

 


TABLE 2

 

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 University of California policy that all parking facilities be funded by user fees.  Therefore it is suggested that any new parking facility be funded by parking reserves, short term commercial loans, long-term bond indentured loans or a combination thereof.  Table 3 identifies the proposed rate increases for annual A and C permits through 2005.

 

 

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.


TABLE 3

 

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.

 

     

COST ESTIMATES

 

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.

 

 

ANALYSIS OF RESERVES

 

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.

 

 

REPLACEMENT PARKING PROGRAM

 

Attachment A identifies a campus Replacement Parking Program to address the value of parking facilities lost to the location of new building facilities.

 

 

TRANSPORTATION AND PARKING ADMINISTRATIVE ADVISORY COMMITTEE

 

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.

 

ROAD AND PATHWAY FUND

 

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.

 

SOUTH ENTRY KIOSK

 

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.


TABLE 4

 

PARKING FACILITY DEVELOPMENT

 

 

 


TABLE 5

 

PLANT RESERVE FOR CAPITAL PROJECTS


 

 

 

 

 

 

LONG RANGE ACCESS PLAN

 

 

TRANSPORTATION AND PARKING SERVICES

 

 

 

 

 

CHAPTER 2

 

 

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 6 a.m. to 9 a.m. in “A” lots and 6 a.m. to 9:30 a.m. in “C” lots.

·        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 Sacramento region, TAPS will FAX a rideshare application to RIDES for Bay Area Commuters in San Francisco or Solano Commuter Information in Fairfield.  TAPS also offers personalized matching by attempting to match interested individuals to existing carpools.

 

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.

·        Pretax/payroll deduction up to $65 per month of vanpool fare.  Effective January 1, 2002 the amount will increase to $100.

 

Transitpool Program.   The Transitpool Program is open to all faculty, staff and students of UC Davis.  The program is designed to provide incentives to individuals wishing to use transit as their primary form of commuting to the campus.  Members may not possess a campus parking permit.

 

Program Incentives

 

·        Up to a 40% discount ($18.00 maximum) on the purchase of transit passes.

·        Emergency Ride Home (ERH) services.

·        Two complimentary parking permits per month of participation for intercity commuters. 

·        Two campus locations (Cashier’s Office and the TAPS Office) to purchase passes.

·        Mail order availability of passes.

·        Pretax/Payroll deduction of transit fare.

 

Parking Permits as Transit Passes.  Parking permit holders can choose to leave their vehicle at home occasionally and ride Unitrans to campus.  Most long-term UC Davis parking permits are valid as boarding passes on most Unitrans routes.

 

Transit Discount Programs.

 

·        Unitrans, operated by the Associated Students of UC Davis (ASUCD), provides service between the campus and the City of Davis.  Unitrans operates sixteen routes, Monday through Friday.  Saturday service is available on one route.  Discounts are available through the ATP on full quarter, half quarter, and monthly passes.

 

·        Route 30, operated by Fairfield/Suisun Transit; provides service between the campus and the cities of Dixon, Vacaville, and Fairfield. Route 30 serves the campus Monday through Friday with four round trips.  ATP offers discounts on monthly passes and ten-ride punch passes.

 

·        Yolobus, operated by the Yolo County Transportation District, provides three routes between the campus and the cities of Winters, Woodland, West Sacramento, and Sacramento.  Yolobus uses Sacramento Regional Transit (RT) passes on their system.  Passes are valid on Yolobus, Sacramento Regional Transit, Light Rail and Unitrans. Monthly passes, and senior/disabled stickers are available at a discount through the ATP.  Zone stickers are also available for the Yolobus express.

 

TAPS sells Unitrans1, Route 30 and Regional Transit ticket books at a discount.  The purchase of the ticket books does not include Transitpool benefits.

 

 

Pilot Trainpool Program.  TAPS secured $9,000 in funding from the Yolo-Solano Air Quality Management District to implement a Trainpool Program for up to 40 people.  A subsidy of $18 per month will be provided to encourage the use of Amtrak as a viable alternative commute mode.  Eligible members of the campus community, will have the option to ride Capitol Corridor trains at a reduced rate. The Trainpool Program will strengthen the existing UC Davis Alternative Transportation Program by encouraging individuals to not drive alone to campus thereby reducing air pollution and traffic congestion in our region. The Trainpool Program will be identical to the existing Transitpool Program which provides the same subsidy; access to emergency rides home; two days/per month of courtesy parking permits (for days when riding the train is not possible); and participation in the Pretax/Payroll Deduction Program (providing additional cost savings). The Trainpool Program will eliminate the use of some gasoline and diesel vehicles from driving long distances, eliminate some cold starts and will help to reduce the parking demands on campus.  The Trainpool Program will be evaluated by Transportation and Parking Services after the initial requested funding is depleted to determine if the program is continued.

 

 

Bicycle Program.  A wide range of accommodations have been made over the years to manage the large number of bikes on the UC Davis campus.  Not only are bikes the primary mode of transportation to campus, they are also the most popular means of getting around on campus.  There are over 15,000 bikes on campus on any school day during the spring or fall quarter.

 

The presence of the University of California campus in Davis contributes significantly to the high level of bicycle use in the community.  The campus directly adjoins the city, downtown is just a few blocks away, and most residents, including students, live within an easy 3-mile commute distance.

 

Program Incentives/Elements

 

·        Bicycle parking facilities located at virtually every building on campus and in some automobile parking facilities.

·        Bicycle storage lockers (located near campus shower facilities) available for intercity bicycle commuters.

·        Recreation Hall privileges (showers, lockers, and towels) for intercity bike commuters at no cost.

·        Fourteen miles of campus bicycle paths. The development of campus bikeways (paths, lanes, traffic circles) is an on going commitment.

·        A comprehensive Davis bicycle map and other publications.

·        Bike registration on campus, in public schools, at Farmers Market, local bike shops and additional locations upon request.

·        Biannual bicycle auctions.

·        Bicycle traffic school where violators can eliminate the traffic fine by attending.

·        Court-less “fix-it ticket” program for individuals cited for equipment and registration violations.

·        Promotional events to encourage cycling, such as Cyclebration (annual city-wide celebration of bicycles and bicycling).

·        Bicycle safety, security and encouragement education (Effective Cycling course, resident hall talks, presentations to new students, Summer Advising orientation).

·        Summer bicycle storage for students and employees.

·        Full-service bicycle repair shop on campus.

·        Bicycle repair and maintenance classes (available through ASUCD Experimental College).

·        Maintenance of bicycle registration database and files (to help locate owners of stolen bikes).

·        Lock cutting services (for individuals that have lost the key to their bike lock).

·        The Committee on Bicycle Programs (addresses cycling issues and concerns).

 

Enforcement:  In order to safely and effectively manage the large volume of bicycles on campus, TAPS employs a full-time bicycle enforcement officer.  The University Police share in the responsibility for enforcing bicycle traffic and equipment regulations.  University Police have expanded their use of bicycles for regular patrol which has augmented TAPS’ enforcement efforts.  The student-staffed TAPS Bike Patrol regulates campus bike parking and registration requirements.

 

Engineering:  Within the 832 acres of the central campus, there are approximately 14 miles of bike paths and 12 miles of roadway shared by bicycles and automobiles.  The campus core has 1-1/2 miles of roadway from which all motor traffic is prohibited except service, delivery and emergency vehicles.  Facilities like traffic circles and high-security bike racks make cycling safer and more convenient, and serve to enhance the UC Davis cycling environment.

 

Access options to the campus from south Davis will be increased with the opening of the Putah Creek Undercrossing bicycle path under Interstate 80 and the Union Pacific railroad.  Scheduled to be fully opened by Fall, 2002, the undercrossing will provide a safe and convenient alternative to the Richards Boulevard overcrossing for cyclists and pedestrians.

 

The University is also seeking funds to widen Hutchison Drive between Highway 113 and County Road 98 to provide better access between the Primate Center/Center for Comparative Medicine and the central campus, and points in between.

 

Education:  The responsibility for bicycle safety education is shared by TAPS and the Cowell Student Health Center’s BikeRight program.  Representatives from both programs are available to give presentations on safe bicycling practices.  A variety of informational literature on bike safety and security is available through the TAPS Bicycle Program.  Publicity efforts and incentives related to safe riding practices at night are provided annually.

 

Encouragement:  Although UC Davis and the City of Davis are fortunate to have a high level of bicycle ridership, efforts to increase bike use are always underway.  Most of the elements of the UC Davis Bicycle Program described above are directly or indirectly related to these efforts.

 

Attachment K is the template the campus uses in its efforts to further develop and maintain a comprehensive bicycle program.

 

Draft UC Davis Bicycle Plan.  The purpose of the draft UC Davis Bicycle Plan (Attachment C) is to serve as a guide to the continuing improvement and encouragement of bicycling as a significant mode of transportation on, to and from the University of California at Davis.  As such, this document describes existing policies and facilities related to campus bicycling, and it includes a list of projects and programs intended to improve the UC Davis cycling environment in the future.  The plan complies with the requirements and guidelines spelled out in Section 891.2 of the California Streets and Highways Code.  This plan is not intended to serve as a standards manual for the design and construction of bicycle facilities.  The appropriate design and standards manuals are referenced in the appendices.

 

The plan also fulfills Caltrans requirements that will allow the University to apply for Caltrans Bicycle Transportation Account funds for the construction or development of campus bicycle facilities at UC Davis.  The final plan will be adopted as a supplement to either the existing Yolo County or City of Davis bicycle plan in order to meet additional guidelines in Section 891.2.

 

UCD/UCDMC Shuttle.  The UCD/UCDMC Shuttle is a service provided for persons having official business with the University of California, including faculty, staff, Medical Center employees, students, interns, patients, and volunteers.  The Shuttle is a joint effort between UCDMC Parking and Transportation Services and TAPS with the objective to reduce the level of automobile travel between the two locations as well as the parking demand at both locations. Hourly service is provided Monday through Friday between the main campus and the UC Davis Medical Center in Sacramento.  There is a charge for commuting staff, faculty, and students to ride the Shuttle either with a one-way ticket or monthly pass purchased in advance.  Trips relating to business require a Business Pass.

 

 

Emergency Ride Home Program.  Registered UC Davis carpool, vanpool, and transitpool members are provided access to the Emergency Ride Home (ERH) program.  In the event of a personal emergency situation, TAPS will provide a free ride home as quickly as possible to pool participants.  In most cases, a TAPS employee will provide a ride to the member’s home or commute starting point.

 

Transportation Centers.  Transportation Centers are located throughout the UC Davis campus and contain transit and shuttle schedules, Alternative Transportation Program brochures, Emergency Ride Home brochures, Carpool Guidelines, Transitpool Program Guidelines, Bike Maps, and various other transportation related publications.  These centers are located in the TAPS Office lobby, Mrak Hall lobby, the Silo Union, and the Memorial Union Information Desk.  The Centers are updated weekly.  In addition, TAPS also maintains two bus shelters on the campus with transit related information.

 

Interaction/Coordination with University and External Entities. Transportation and Parking Services is involved or maintains contact with the following committees and groups related to campus and local community transportation planning:

 

1.            Association for Commuter Transportation (Inland Chapter, National Chapter, Southern California Chapter)

2.            Yolo Transportation Management Association

3.            Sacramento Transportation Management Association

4.            Yolo/Solano Air Quality Management District

5.            Sacramento Metropolitan Air Quality Management District

6.            Sacramento County Environmental Management Department

7.            City of Davis Alternative Transportation Task Force

8.            City of Sacramento

9.            City of Fairfield

10.        City of Vacaville

11.        Placer County Transit

12.        Transit Coordinating Committee

13.        Fairfield/Suisun Transit

14.        Yolo County Transportation District

15.        Sacramento Regional Transit

16.        Unitrans

17.        Joint Institute of Transportation Studies/TAPS facility planning group

18.        Clean Air Vehicle Coalition

19.        Clean Air Forum

20.        Cleaner Air Partnership

21.        American Lung Association

22.        Sacramento Regional Air Quality Group

23.        Caltrans Transportation Enhancement Activities Advisory Council

24.        Sacramento Area Council of Governments (SACOG)

25.        RIDES for Bay Area Commuters

26.        Solano Commuter Information

27.        Cyclebration Steering Committee

28.        California Association of Bicycling Organizations

29.        Committee on Bicycle Programs

30.        Sacramento Area Bicycle Advocates

31.        California Association of Bicycling Organizations (CABO)

32.        League of American Bicyclists

33.        Bicycle Federation of America

34.        Davis Bike Club

35.        California Energy Commission

36.        Transportation Demand Management Task Force

37.        Davis Downtown Business Association

38.        Transportation and Parking Work Group

39.        Transportation and Parking Administrative Advisory Committee

 

 

Funding.  The Alternative Transportation Program funding is provided, in part, from revenue generated by parking citation fines.   Per University policy, these funds are used on transportation related programs. 

 

Transportation and Parking Services is engaged in ongoing efforts to secure extramural funding for alternative transportation and air quality related projects.  Potential funding sources include: Yolo Solano Air Quality Management District Clean Air Fund, Transportation Equity Act for the 21st Century (TEA 21), California Office of Traffic Safety, Petroleum Violation Escrow Account, California Energy Commission, and others.

 

Intercampus Berkeley Bus.  The Intercampus Berkeley Bus, operated by Fleet Services, provides transportation for University faculty, staff, and students between the UC Davis and UC Berkeley campuses, Monday through Friday. Effective July 1, 2002, two daily round trips will be made during the academic year and two round trips are made during the summer months.  Prepaid tickets and reservations are required.  Tickets for the Berkeley Bus may be purchased at the Box Office in the Memorial Union, the TAPS Office, or the Cashier’s Office in Dutton Hall.  Tickets are also available through individual departments for business purposes.  The fare helps to augment campus funding for the service.

 

Unitrans Short-Range Transit Plan 2002-2006. Unitrans has developed a Short-Range Transit Plan (SRTP) (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. 

 

Unitrans is the public transit system for the City of Davis and UC Davis.  It is a unit of the University, largely funded by student fees and City of Davis revenue sources. The system provides 2.5 million trips annually, and ridership can exceed 20,000 on a regular UCD school day.  Unitrans offers a successful alternative mode of travel that serves to improve air quality, reduce traffic congestion, minimize the campus resources necessary to accommodate vehicle parking demands, and minimize future permit fee increases.

 

The success of the Unitrans system supports mobility and access for the campus community in several ways.  Approximately half of the 15,000 students who live off-campus in the City of Davis ride Unitrans as their primary means of access to UCD.  Surveys indicate that the majority of these riders have access to an automobile, and many would choose to drive and park on campus without frequent and convenient bus service.  In addition, the availability of bus service provides an important backup in inclement weather for people who typically bike to campus, allowing more students to choose not to bring a vehicle to Davis. 

 

Without the service provided by Unitrans, there would be thousands of cars added to Davis streets and campus parking facilities each day.  The cost impact to expand these facilities to accommodate the added traffic and parking demand would be significant, not to mention the negative impact on the local and regional air quality.  TAPS and Unitrans are working closely to integrate their plans, so that continued access to the campus is maintained in the future. 

 

 

FUTURE PROGRAM EFFORTS

 

Over the next four years, the Alternative Transportation Program will include the program elements described above.  The Parking Services Development Plan (Chapter 1) details the need to increase parking permit rates to cover the construction costs of new facilities needed to meet current and future parking demands.  These planned parking permit increases will motivate more commuters to use alternatives to the single occupant vehicle as the means of traveling to campus.  The number of carpool permits has increased over the last few years as parking permit rates have increased.  The largest increases in carpool participation occurred when parking permit rates were increased in both 1999 and 2000.

 

Overall, the campus has a very high level of participation in alternative transportation modes, with only 31% of the campus population driving alone for their commute. 

 

The following elements and concepts will be pursued to determine potential positive impacts and appropriateness for inclusion into the Alternative Transportation Program.  The development plan for the ATP is to a large extent conceptual in nature and far less detailed than the capital development plan for parking facilities.  This is due to the fact that funding opportunities are variable, and the level of implementation of some elements will be dependent upon acceptance by the campus community. 

 

Smart Mobility Model Project

 

·        Smarter Mobility

 

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 Berkeley 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, campus planners are interested in applying innovative mobility services and technologies to the upcoming UC Davis Long Range Development Plan.

 

The premise behind the Smart Mobility Model Project is that a transportation system should facilitate mobility by providing a variety of modes for individuals to choose from when planning a trip. This might include an automobile for some trips, public transit, bicycle, electric bike, small electric car, e-commerce, smart shuttles, or similar low impact mode for other trips. Strategically bundling diverse mode options with smart growth land use strategies should increase the viability of all the modes while enhancing quality of life. A Smart Mobility service would enable users to evaluate cost, convenience, and impacts before making a modal choice. The result would be reduced negative environmental impacts, improved social connectivity, better resource utilization, and a high degree of user (consumer) satisfaction.

 

Current cost signals and transportation system design encourage almost exclusive dependence on the single occupancy vehicle (SOV). Many of the costs associated with automobile ownership are fixed or only marginally linked to vehicle miles traveled (VMT), such as purchase price, insurance, and maintenance. Thus once an individual has purchased a car, they typically choose to drive that vehicle almost exclusive of all other modes. In a Smart Mobility service the fixed costs of vehicle ownership are shifted to a variable fee based on actual usage. SOV travel would still likely occur, but to a lesser degree because users can now evaluate costs and convenience and choose among other attractive service modes for some trips. Mobility becomes a service that users subscribe to, rather than a product (an automobile) that is purchased and owned.

 

Seamless door-to-door connectivity is a key element of a Smart Mobility service. This is a feature that is lacking from most existing public transit systems for the majority of users. Land-use patterns and minimal passenger requirements for transit prevent comprehensive coverage in lower density neighborhoods. This lack of trip connectivity reduces consumer options. For example, although a person may work close to a transit stop, transit access on the home side of a trip is often more than a mile away. Connectivity options such as small electric cars, electric bicycles, the Segway Human Transporter, or carsharing vehicles as demonstrated in CarLink II, present a viable means to complete a transit trip. Land-use patterns designed to enhance modal mobility and advanced information systems can also improve connectivity. Real-time traveler information about trip options, transit schedules, smart parking, and other modal alternatives and technology for instant access to reservations and vehicles for short-term use (e.g., smart cards) can make seamless door-to-door connectivity a cost-effective option for users.

 

A Smart Mobility service would result in significant benefits to society and to individual users. Many of the negative side effects of exclusive dependence on automobile travel, such as air pollution, congestion, and parking stress, would be reduced as more people shift some of their trips to lower impact modes. Alternative modes, such as carsharing, could gain acceptability in such niche settings. At the same time more people would experience greater connectivity because increased transit usage could lead to enhanced transit services and expanded mobility service options, while reducing automobile ownership and dependence. Smart Mobility services could also provide an economic benefit for those individuals currently spending a high proportion of their income on owning and maintaining a vehicle. Finally, Smart Mobility services increase the use of a range of mobility options (such as, cars, buses, trains, bikes, shuttles, etc.), resulting in more efficient resource use. For example, significant resources and labor go into building a car that, under the current system, might be parked for 22 hours a day (on average). The same car utilized in a mobility service might be used 10-12 hours each day, maximizing the utility of the vehicle. Similar resource benefits accrue to buses, trains, and parking when they are utilized at full capacity.

 

·        Project Summary:

 

The Smart Mobility Model Project is designed to encourage the development and testing of innovative mobility technologies in concert with smart growth/land use. The project is initially focused on land use in the Sacramento/Davis region. This area is experiencing high growth accompanied by increasing congestion and decreasing air quality. At the same time, local governments and regulators have demonstrated a commitment to smart growth, improving quality of life, and a willingness to try innovative approaches.

 

The multi-year effort will evaluate the synergistic effects of the following smart growth and innovative mobility options to individual transportation choice and overall societal impacts (fiscal, environmental, and quality of life):

 

1)    The strategic bundling of modes and smart growth strategies;

2)    Advanced information technologies;

3)    Innovative transportation technologies and services; and

4)    Advanced clean-fuel technologies.

 

The goals of the Smart Mobility Model project are:

 

1)    Determining the degree to which advanced information technologies, improved connectivity among modes, and smart growth strategies can reduce single occupancy vehicle trips, while enhancing mobility in the region.

2)    Developing land-use and transportation modeling capabilities to capture the effects of innovative mobility services and technologies and smart growth strategies.

3)    Understanding the costs and benefits of smart growth, mobility services, and innovative technologies to individual users and society.

 

The project employs a combination of analytic research methods, pilot demonstrations, and modeling, to implement innovative ideas and evaluate the impacts of these smart growth, mobility services, and clean-fuel technologies on transportation choice.

 

·        Project Methodology:

 

The first year of the project (2002) is focused on data collection and information gathering. This includes developing an understanding of the factors that affect local and regional transportation patterns, and the problems that Sacramento and Davis residents encounter when traveling to and from work and for day-to-day activities. Existing regional baseline travel data will be utilized and a UC Davis travel survey will be completed for a comprehensive understanding of regional and Campus travel patterns.

 

The first year of the project will also include an assessment of the broad range of smart growth approaches, information technologies, and clean-fuel technologies to improve connectivity and expand the suite of regional transportation options. To gain a stronger understanding of how individuals might respond to smart growth and innovative services and technologies, focus groups will be conducted with the UC Davis Campus and the broader community.

 

At the conclusion of year one, the Smart Mobility Model research team will match identified needs with the appropriate smart growth strategies and innovative mobility services, proposing one to three innovative mobility research demonstration projects. Options that might be considered include, smart bus stops and shuttle services with real-time information, smart cards, smart parking management, niche applications for electric bikes and small electric cars, carsharing, linkages between housing and carsharing, and e-commerce.

 

Years two and three of the Smart Mobility Model project will result in research demonstrations in the real-world settings of Sacramento and Davis. The Project team will collaborate with local governments, agencies, and the private sector to develop these demonstration projects. State-of-the-art evaluation techniques, including on-line surveys, interviews, focus groups, automatic data collection, and computer modeling will be employed to aid researchers in understanding the effectiveness of the options tested. The research demonstration options will be framed within the context of real-world local planning decisions, including fiscal considerations and environmental parameters.

 

·        For Additional Information Contact:

Rachel Finson, Project Manager

California PATH, Institute of Transportation Studies, UC Berkeley

rfinson@path.berkeley.edu

 

·        Principle Investigators:

Dr. Susan A. Shaheen, Honda Distinguished Scholar in Transportation

California PATH, Institute of Transportation Studies, UC Berkeley

Institute of Transportation Studies, UC Davis

sashaheen@path.berkeley.edu and sashaheen@ucdavis.edu

 

Dr. Caroline Rodier

Institute of Transportation Studies, UC Davis

cjrodier@ucdavis.edu                    

 

 

Carpools

 

·        Continue to minimize the increases to carpool parking permit rates to increase the attractiveness of this permit type over other permits. 

·        Investigate the possibility of a part-time carpool program as a way to provide incentives for individuals willing to carpool at least two days per week.

·        Investigate additional incentives to encourage participation in the Carpool Program.

 

 

Vanpools

 

·        Investigate the feasibility of additional subsidies provided by the university to reduce vanpooler commute costs.

·        Investigate methods of encouraging commuter interest in forming vanpools traveling distances shorter than the traditional minimum of a 100-mile round trip.

·        Investigate additional incentives to encourage participation in the Vanpool Program.

·        Subsidize vanpool driver medical exams new and renewals.

·        Subsidize vanpool participants at $25 per month/per seat.

 

Transit

 

·        Pursue additional marketing efforts that encourage faculty and staff to use transit as a commute option.

·        Identify additional incentives to encourage transit use and participation in the Transitpool Program.

·        Investigate methods of increasing transit service during peak employee commute times.

·        Participate in efforts to establish a universal transit pass for the entire region to make traveling by transit seamless.  One pass that would allow an individual to travel from Solano County to Davis and then on to Sacramento would be ideal.  Other communities with such a pass system have improved transit ridership.

·        Work with existing transit agencies to secure needed funding for service expansion.

·        Transitpool subsidy increase from the current $18 level. 

·        No-fare transit boarding for staff.

 

Bicycles

 

·        Continue to replace antiquated, substandard bike parking facilities with high-security racks.

·        Develop ongoing funding sources to maintain existing bike paths and parking facilities.

·        Work with University and Davis Police to implement a number of recommendations of the Ad Hoc Bicycle Theft Prevention and Recovery Enhancement Committee, especially in the area of publicity to inform the community how best to prevent bike loss and how to improve recovery odds in the event of theft.

·        Expand bicycle registration efforts (additional publicity and incentives) to discourage bike theft and enhance stolen bike recovery.

·        Develop a program to acknowledge/reward cyclists that practice safe cycling habits.

·        Develop additional rebate/discount opportunities for bike safety and security equipment.

·        Bike racks on all transit buses.

·        Art in public places for bike rack design.

·        Shaded bicycle parking and more bike lockers.

·        Effective Cycling Classes each quarter for faculty, staff and students.

·        Free bicycle maintenance classes through the Bike Barn.

·        Discounts on bicycle purchases.

·        Provide helmets, locks and lights at a discount to campus cyclists.

·        Emergency bike repairs for campus cyclists.

·        Bicycle Users Group (BUG).

·        Traffic circles at the intersections of North Quad/East Quad, North Quad/West Quad, and Shields/California.

·        Bike lanes on Hopkins Road from Hutchison Drive to Levee Road. 

·        Bike lanes on Hutchison Drive between Highway 113 and County Road 98 to provide better access between the Primate Center/Center for Comparative Medicine and the central campus, and points in between.

·        Provide employees an incentive not to drive and park by providing them a means to purchase a bicycle as an alternative.

 

General Efforts

 

·        Establish a recognition program that acknowledges the contributions made by members of the campus community that use alternative forms of transportation.

·        Develop a discount card or coupon book honored at local eateries and service providers that can be provided to those that have not purchased an individual parking permit (alternative transportation users).

·        Investigate a partnership with the Employee Health Awareness Program during Clean Air Week to coordinate an effort to emphasize that ridesharing is good for one’s health.

·        Investigate the value of a video of the campus alternative transportation efforts, showcasing clean air heroes, elements of the program, the compressed natural gas facilities, alternative and flexible fuel vehicles, and the campus commitment to clean air and congestion management efforts.

·        Major publicity campaign using an outside advertising agency.

·        Publicity campaign through the California Aggie including a weekly cartoon strip and different sized ads running periodically.

·        Movie theatre ad campaign creating a public awareness advertising campaign composed of projected messages onto screen.

·        Email newsletter.

·        Don’t Drive Alone program to financially reward individuals who share the ride consistently. 

·        Summer Smog Season Don’t Drive to Lunch Bunch program to encourage campus community to stay on campus at lunch and reduce additional car trips. 

·        Discount at all Sodexho on campus food venues with coupon book.

·        Clean Air Month prizes to kick off Summer Smog Season.

·        Mobilize the distribution of information on alternative transportation to different locations on campus (i.e., a transportation cart drawn by an electric bike).

·        Enhanced bus or shuttle service to meet Amtrak.

·        Services on campus for alternative transportation participants such as grocery delivery, laundry, etc. to minimize trips.

·        Retirement credit for participation in alternative transportation program.

·        Elective credit or reduction in fees for students participating in ridesharing.

·        Emergency rides home for poolers working over-time.

·        Use of Diamond-E vehicles for employee commuting.


 

 

 

LIST OF ATTACHMENTS

 

 

 

A       Replacement Parking Policy

B       Transportation and Parking Administrative Advisory Committee

C       UC Davis Bicycle Plan

D       Unitrans Short-Range Transit Plan Options Report

E       Potential Displaced Parking Spaces    

F       UC Davis Campus Map – 2002 Parking Services Layout Plan

G       Parking Space Inventory, May 2002 

H       Map – Major Parking Areas and Roadways

I        Central Campus Parking Utilization, January 2002

J        Percent of Campus Population Driving--Winter Survey (1987-2002)

K       Elements of a Comprehensive Campus/City Bicycle Program

 

 

 



1 Ten-ride Unitrans tickets are offered to all individuals up to a maximum of four per month.  The intent is to provide convenience for individuals who normally ride their bicycles to campus.