2005-06 Transportation Planning Initiatives Task Force
“The Transportation Planning Initiatives Task Force’s mission is to provide recommendations for the long-term direction of the University’s transportation and parking program – providing a shared vision and to guide the University Strategic Plan in its deliberations into the next 5-10 years.”
Subcommittee on Transportation, Parking Access
and University Parking Structures
Interim Report
March 1, 2006
Subcommittee Charge: “Recommend a structure to serve off-campus constituents and campus members desiring structured parking.” Sub-Committee Members: Rick Benner, Cathy Cameron, David Fewings, Julia Gassman, Dale Monroe, Jim Shaw
EXECUTIVE SUMMARY
High Cost of a Structure
Most agree that parking structures at $20,000 to $30,000 per space are a heavy burden for parking systems. Organizations choosing to construct parking garages are generally those with no other options.
Financing a Structure
Western’s parking system is currently searching for funding for the Lincoln Creek Transportation Center (LCTC) and the Campus Daytime Shuttle. Securing funds for these projects has begun (FTA $1.9 million for Lincoln Creek) but additional funding is essential for the continuation of these projects—making it even more challenging to identify funding for a parking structure. (The committee would like to take this special opportunity to thank the Associated Students for their contribution this year of $50,000 in support of the Campus Daytime Shuttle.)
Current Transportation Demand Strategies are Working
Parking and Transportation is having success in reducing the demand for parking spaces. The annual parking study shows a drop in demand for parking spaces over the past four years (during the time period of 2000 to 2004, the parking space utilization dropped from 93% to 79%). We are not short of parking spaces.
Meeting the Needs of the Affected Groups
Our committee suggests that we may be able to meet the needs of off-campus constituents and campus members by utilizing our excess parking capacity and by creating new parking areas close to the affected units (Performing Arts, Athletics, Library, etc.).
Suggested Action
Rather than build parking garages on the main campus, consideration should be made of more sustainable solutions working in combination such as:
· Continue the current successful Commute Trip Reduction effort, with increased investment in automobile use reduction strategies (transportation demand management) to effectively reduce the demand for parking on campus.
· Reconfigure existing areas on the main campus that are under-utilized so that they can be better utilized for vehicle parking. For example, remove the High Street Hall structures. They are temporary structures that have exceeded their normal utility. (See attachments for another possible location between Haggard and College Halls.)
· Reconfigure lot assignments to better support events without sacrificing access to campus for faculty and staff.
This approach will provide access to the campus at lower costs to students, faculty, and staff and will reduce the need for building and maintaining larger parking structures on the main campus
REPORT
Introduction
The problem of estimating the expected net benefit of placing structured parking on our main campus to allow additional condensed parking in strategic locations must be examined closely. Effective use of resources, transportation alternatives, and relative costs to the parking programs are pivotal considerations that the subcommittee weighed.
High Cost of a Structure
In 2003, preliminary feasibility studies and design of a mid-sized garage behind the Viking Union (450 spaces) resulted in an estimated cost of approximately $20,000 to $25,000 per parking space. With construction and maintenance costs being the responsibility of a self-sustaining parking program, the individual parking rates would have needed increase up to 28% the first year and an average of 5% each year thereafter for 25 year bonding.
At an anticipated average cost of $22,500 per space and assuming parking for 100 vehicles per acre, the construction of a multi-level parking structure for 400 vehicles on an acre of land would cost about $9 million and result in an additional capacity of 300 vehicles (100 vehicles could park on the acre without the cost of a building). The net increase in capacity would thus cost about $9,000,000/300 = $30,000 per additional space built above an acre of existing or new allocation of parking space. Amortization of such capital expenditure with 6% interest over thirty years would require net operating revenue of about $650,000 per year or $2,200 per year per added space. Note that at $30,000 per vehicle (1/100th of an acre), the construction of multi-level parking facilities would provide additional campus space for a playfield or other green space at an equivalent cost of $3 million per acre. In short, it is highly questionable whether the creation of additional space at such a high capital cost will ever be a sound economic decision.
Financing a Structure
This committee also discussed the possibility of receiving state funding for a parking garage. At one time (approximately 10 years ago) a parking structure was included in the capital plan and then later reprioritized and removed. Theoretically state funds could be used to build a parking garage, but at the expense of other university goals, primarily academic.
If a structure is to be built, the committee suggests that building a smaller sized structure (such as a “lid”), in the vicinity of the Performing Arts Center, would help to accommodate the needs of main campus sporting, conference and performing arts events. A structure accommodating 200 vehicles at $25,000 per space would cost approximately $5,000,000 in today’s dollars.
Long-range planning and creative financing would be necessary to fund this project. To build a reserve for a structure, the committee suggests the concept of “taxing” large quantities of items in small increments, such as a few cents to 50 cents per item. “Taxable” items could include ticket sales relating to sporting and performing arts events, and conference fee surcharges. Future parking fees for parking in the structure would be used for maintenance and operation of the structure.
The Parking and Transportation system is currently seeking funding for the LCTC property purchase and construction from federal, state, and local partnerships. The LCTC site may hold between 750 – 1,000 parking spaces depending on traffic mitigation measures and available funding. Transportation systems will be enhanced to maximize transport efficiencies between LCTC, 32nd Street, and the main WWU campus.
The annual operating budget of the Parking and Transportation system is currently a modest $1.6 million. Operating revenue is primarily generated through parking permits and meters (69%) and parking fines (27%). Approximately 53% of the revenue is used for payroll and the balance is used for parking lot maintenance, alternative transportation programs, and general operating costs. Without new sources of substantial revenue and/or extraordinary increases in parking permit fees and fines, the parking system alone will have great difficulty in financing parking garages and meeting bond payments. Without five year projections of approved parking permit rate increases, scheduled lot maintenance, alternative transportation contracts, and estimated operating costs, bonding would be difficult to obtain.
Current Transportation Demand Strategies are Working
Past and current successes in addressing the campus access demand should be noted when determining the need for the construction of parking garages. The annual parking utilization study prepared by The Transpo Group Inc, dated May 2005, reports that “the peak observed parking occupancy rate on campus has declined over time from approximately 93 to 80 percent since November 2000 to November 2003. In November 2004, the peak observed hourly occupancy rate is 79 percent, continuing the trend of reduced utilization of total parking supply over time.”
Reasons for the decline in parking demand include:
· The WWU Commuter Trip Reduction program, including the WTA Viking Xpress Pass and WTA Route 90 has successfully reduced the number of employees and students driving to campus since its inception in 1997. This program assists in providing low cost access to campus by investing in automobile use reduction strategies that effectively reduce the demand for parking on campus.
· Use of the Campus Express since 1996 has been a resounding success. In 1999 the adoption of the student bus pass allowed for expanded service from WTA at a discounted rate.
· The increase in the number of new apartments close to campus, allowing students to more easily walk to campus.
· Use of the LCTC site, allowing parking for approximately 550 - 600 cars at this time.
· The creation of the Interconnector pilot project in FY06. This collaborative project provides new bus service to Whatcom, Island, and Skagit Counties. The LCTC is currently a stop along the route which many WWU employees now use.
· The increase in WTA bus service at the LCTC site provides convenient bus service to and from WWU’s main campus every 10 to 20 minutes.
· Increase in the general WTA baseline bus service to campus.
· The Campus Daytime Shuttle has eased inner campus parking demands and on-site vehicle traffic. Three buses currently serve the main campus, 32nd Street facilities and the Physical Plant. This program began as a 3 month pilot project in FY05. It was so successful and well used that the project was expanded in FY06 to service the campus on a year-round basis.
From the above analysis, and before a decision is made to build a parking facility, every effort should be made to convert existing unused space into parking spaces, taking care that such conversion be accomplished without significant degradation of the campus character. A casual observation has identified such areas totaling approximately three acres. At least one acre and maybe a little more, is adjacent to the area where most public event parking is required. That is, across the street from the Performing Arts Center, and next to Carver Gymnasium. Several photographs are attached that show these areas that are available. Their use would not significantly detract from the campus character. In other words, taken all together, enough unused area is available to accomplish about same result as would be accomplished by expending $9 million on a four hundred vehicle structure.
Meeting the Needs of the Affected Groups
Most interestingly, when discussing the WWU parking problems with Parking and Transportation staff, we learned the most consequential parking problems are related to sports events, community and special events. Not all sports, community, and special events are equally problematic. Events on campus such as conferences, theater, and indoor sports events such as basketball and volleyball are problematic. Sports events held off campus, such as football, are not problematic. The staff hypothesize that most of the parking difficulties currently experienced would be resolved if many of the indoor sports events, conferences, and other community events were moved off campus.
Rather than build parking garages on the main campus, consideration should be made of more sustainable solutions working in combination, such as:
· Continue the current successful Commute Trip Reduction effort, with increased investment in automobile use reduction strategies (transportation demand management) to effectively reduce the demand for parking on campus.
· Reconfigure existing areas on the main campus that are under-utilized so that they can be better utilized for vehicle parking. For example, remove the High Street Hall structures. They are temporary structures that have exceeded their normal utility. (See attachments for another possible location between Haggard and College Halls.)
· Reconfigure lot assignments to better support events without sacrificing access to campus for faculty and staff.
This approach will provide access to the campus at lower costs to students, faculty, and staff and will reduce the need for building and maintaining larger parking structures on the main campus.
ATTACHMENTS (Referenced on pages 2 and 5)
Unused and unsightly space in the Bond Hall cull de sac.
Closer view of unattractive and unused space
beside Haggard Hall.
Unused and unattractive space near Carver Gym.
Unused and unattractive space near the PAC and Carver Gym.