-- D R A F T --
A summary of existing and proposed TMP strategies is summarized in Table 2.
An MS Word version of this document is available at the UW's Campus Master Plan Web site.
University of Washington Master Plan
Transportation Management Program/Plan
Prepared by DKS Associates
The Transportation Management Program/Plan (TMP) at the University of Washington was first developed in 1983 with the intent to create strategies that could provide options for University travelers, by shifting them away from the single occupancy vehicle trips. The objective (goal) was to reduce the potential number of future vehicle trips created by an increase in students, faculty and staff at the University of Washington.
Currently the University of Washington's TMP is among the top programs in the nation. Institutions around the nation have implemented similar TMP strategies due to the success the University has had with its current program.
The University is in the process of revising its TMP. The challenge for the University is to build on the success of the current TMP and address population growth on campus for the next 10 years. This will require an updated TMP that can manage the growing transportation needs of the campus and limit peak hour motor vehicle trips. This document identifies the range of improvements that are under consideration.
Goal - Objective
The goal of the TMP will be to enhance opportunities for alternative modes of travel while maintaining peak motor vehicle travel levels to the University at or below levels established in 1991.
Currently the University of Washington's TMP is among the top programs in the nation. Numerous institutions around the nation have implemented similar TMP strategies as the University of Washington due to the success the University has had with its current program.
The University has done a tremendous job at maintaining this goal. Historic data shows that as the total population of the University (students, faculty and staff) has risen over the past ten years, the number of motor vehicle trips to/from the University has decreased. Table 1 summarizes this data.
Table 1 - Change in Motor Vehicle Trips to the University from 1988 to 1999
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1988 |
1999 |
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| Daily | AM Peak | PM Peak | Daily | AM Peak | PM Peak | |
| Motor Vehicle Trips | 62,170 | 7,940 | 9,629 | 59,667 | 6,878 | 8,634 |
| Total Population | 49,705 | 53,000 | ||||
Note: Information based on annual campus traffic cordon count performed by the University of Washington
Investment by the University in its the TMP represents a significant amount of time and money. Monitoring of the TMP is done annually, and based on the annual review, Each year the University reviews each element of the TMP for improvements in the program. TMP elements are then improved (or expanded) in order to help keep the traffic levels created by the University at approximately the same level. While the University has been successful in managing its motor vehicle trip generation, motor vehicle traffic growth in the vicinity of the University District (U-district) has occurred and is a regional concern, associated with growth within the city of Seattle and the region is, is a regional issue. The University has and will continue to address its 1/3 share (1/3) of the total U-d District traffic. It is expected that in the long run for the University's investment in motor vehicle demand reduction to be effective, other public agencies and/or private employers in the area will need to be equally committed to reducing traffic growth by making comparable investments.
The following Figure 1 shows the current elements of the TMP and how they can relate to one another. Each of these elements has a subset of programs that represent the TMP to the staff, faculty and students.
Figure 1 - Transportation Management Plan Elements
U-Pass Program
The U-Pass program is the key component of the TMP. Implementation of the program in 1991 helped to increase the use of transit by students, faculty and staff while reducing the dependence on single occupancy vehicle (SOV) trips to and from campus during peak hours. Figure 2 shows the difference from 1989 and 1998 in the dependency of transit use and driving alone.
Figure 2 - Comparison of Transit and Drive Alone Mode Choice
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The U-Pass provides a transit subsidy to students, staff and faculty. The U-Pass program covers multiple elements of the TMP including transit, parking, guaranteed ride home, shuttles and carpool/vanpools. Each element is addressed separately in this TMP for potential improvements.
Possible Improvements:
Improve use of card technology to link with Intelligent Transportation Systems (ITS) software/hardware that can be used in a multi-modal format. This universal card could be used for multiple ITS elements such as tracking parking and transit usage, and/or storing user information for on-campus bike use. If the user chooses other modes of travel (i.e. transit or carpool/vanpool), this information can be stored on the universal card and offer a subsidy for parking as a reward for using an "alternative" mode of travel. Change pricing to charge all faculty, staff and students an access fee, with rebates for use of alternative modes.
Change the current subsidy method for pricing to pay employees, more while at the same time chargingeing more than the subsidy for parking and keeping the relative price of parking and transit similar.
The challenge for the University is to capitalize on the success of the current TMP in addressing Master Plan growth at campus for the next 10 years. This will require and updated TMP that can manage the growing transportation needs of the campus without increasing peak hour motor vehicle trips.
The following section discusses and describes the core elements of the University's TMP and the potential for improvements relative to reducing the trips associated with growth in the University population.
Transit
The current transit element of the TMP incorporates many components including enhanced bus service, the U-Pass program and local shuttles. The following discusses each of these components of the existing transit element of the TMP.
Transit Service - The U District currently enjoys excellent transit service directly from two surrounding counties (in King County by Metro and in Snohomish County by Community Transit). Decisions about service are made by these agencies, in consultation with the UW. Transit stops are located in and around campus for service from two surrounding counties (King County Metro and Snohomish Community Transit). Transit service is provided by these agencies and decisions about service is made by them. The University purchases service from these agencies. Times for transit service to the campus are coordinated to best accommodate students, faculty and staff. Service is provided along the perimeter of the campus as well as along Stevens WayWay, which is the primary interior roadway that services the campus. Transit stops are located in and around campus and Bus stops also incorporate shelters and other transit amenities for users.
Sound Transit Central Link light rail transit will is expected to serve the campus area via two stop locations in the southwest and northwest areas of the campus along 15th Avenue. This light rail service will is expected to increase the use of total amount of transit service to the campus area, increase transit use and help to reduce the number of vehicle trips to the area.
Possible Transit Improvements:
Incorporate Sound Transit light rail station access into campus planning, providing direct pedestrian paths to and from each station entrance.
Incorporate light rail subsidies into the UPASS program. Encourage transit agencies to increase service after 6 PM to provide greater user flexibility and use of non-peak service. Provide a method for transit subsidy for visitors to the campus and patients at the University of Washington Medical Center.
Incorporate Intelligent Transportation System (ITS) solutions such as advanced transit traveler information (kiosks at bus stops/stations to relate "real-time" bus locations and times).
Establish off site parking facilities for UW bound travelers, e.g., for UWMC patients or for suburban employees, with direct transit connections to campus.
Coordinate with the City of Seattle to encourage transit friendly land uses adjacent to major transit stops on the west side of campus (i.e. coffee shops, delis, ATM, bike centers, student serviced, newsstands, etc.). Mixed-use type design results in trip chains by walking that eliminate potential motor vehicle trips.
Local Shuttles - The University operate two local shuttles. The Health Sciences Express provides all day service between south campus and Harborview. The Night Ride provides evening, academic year service between Stevens Way and off campus residential areas to the west and north. Both services supplement commuter services but neither is designed as a commuter program. As such, their impact on peak hour commuter behavior is considered to be minimal.
U-Pass Program
The U-Pass program is the key component to the transit element of the TMP. Implementation of the program in 1991 helped to increase the use of transit by students, faculty and staff while reducing the dependence on single occupancy vehicle (SOV) trips to and from campus during peak hours. The U-Pass provides a transit subsidy to students, staff and faculty. The U-Pass program covers multiple elements of the TMP including transit, parking, guaranteed ride home, shuttles and carpool/vanpools. Each element is addressed separately in this TMP for potential improvements.
Possible Improvements:
Improve use of card technology to link with ITS software/hardware that can be used in a multi-modal format. This universal card could be used for multiple ITS elements such as tracking parking and transit usage, and/or storing user information for on-campus bike use. If the user chooses other modes of travel (i.e. transit or carpool/vanpool), this information can be stored on the universal card and offer a subsidy for parking as a reward for using an "alternative" mode of travel.
Ride Sharing
This element of the TMP incorporates the components of vanpools and carpools. Currently the University coordinates with the transit agencies to help accommodate ridematching, which to helps facilitate carpools and vanpools to and from campus. A Regional Ridematch System exists wherein that students, /faculty or staff can fill out an application for and be sent a list of potential commuters who are located live nearby. In combination with other actions such as increased parking costsI Iit is then up to the individual person toto then coordinate a carpool or vanpool.
Carpooling - Carpooling is encouraged through the U-Pass program by offering a subsidy for parking on campus for carpools/vanpools. With a valid U-Pass, groups of two or three students can park in designated parking lots on campus for free. Faculty and staff can also take advantage of free on campus carpool parking, on campus for free if they meet certain requirements set forth by the University.
Vanpools - Vanpools can are also be coordinated through the Regional Ridematch System subsidized for commuters that live 10 or more miles from campus. The U-Pass program allows provides for a $40 subsidy towards the monthly cost of the vanpool for participants (vanpool rates vary by size of van and distance traveled). Vanpools are operated by the participants and coordinated through the local transit agencies.
Possible Ride-sharing Improvements:.
Develop park-n-ride lots with a certain portion of parking spaces with restricted parking before 9AM to allow for students, faculty or staff to arrive at park-n-rides later than the typical commuter does and still have parking spaces available. Include the option upon phone registration for classes that students can be listed in the Regional Ridematch System. Rather than leaving ridematching to individual initiative, actively assist in carpool and vanpool formation.
Develop "intelligent carpool/vanpool" technology (ITS software) that cross-references zip code and class registration information (time of classes) for students and prints possible ridematch candidates on each student's registration (upon student's approval).
Focus increased carpool/vanpool efforts on areas currently unserved by transit.
Develop a residence hall student car sharing program. Improve ridematching by using web and e-mail more effectively.
Parking Management
Parking management is aimed at altering the supply, demand or operation of the parking system to promote other transportation modes and accommodate the needs of the users. The University currently offers to sell parking to all students, faculty and staffParking can be purchased at the University (approximately 11,400 stalls) and is available to all students, faculty and staff who purchase the required permit at various locations on campus. Some parking lots are designated for commuting students while others are allocated for faculty and staff. The University uses parking pricing to limit demand.
Currently the University offers discounted parking rates to carpool/vanpool users and some options for discounted parking if you for those who must drive alone to campus. With a U-Pass, as a member of ana carpool/vanpool, you can park on campus for free (depending on the number of passengers and the lot location).
Another available option, if you are a for faculty or staff members with and have a U-Pass, areis to purchase individual commuter tickets. These allow the opportunity to park on campus in designated lots at a discounted rate forrate for the occasional driver (two or less times a week).
Possible Parking Management Improvements:
Double Significantly increase the current price of parking and continually raise the level at a CPI. plus 2% per year. Increased parking fees are a critical deterrent to driving alone. Once Sound Transit Light Rail is in place, U District parking inventory will compete with downtown areas; U District pricing will therefore need to increase to limit demand for U District parking inventory This will help keep a competitive price for parking with downtown once Sound Transit Light Rail is in place.
Develop graduated parking pricing. Create pricing "tiers" for users that allows discounted parking for infrequent users and increased parking fees fares for frequent users.
Incorporate Emphasize the a "just once a week" theme for modes other than single occupant vehicle (SOV) and develop ITS technology that allows for a discounted parking price if other modes than SOV are used to access campus.
Increased enforcement on campus to reduce parking violators. Change the permit area assingnment system to improve ride sharing incentive.
Bicycle
The University of Washington currently supplies bicyclists with multiple locations for securing and storing their bicycles on campus. In addition to bike racks, the University has the largest inventory of bike lockers in the nation. Clothes supplies lockers and showers are also available at some facilities for students and employees. Bike These lockers can be rented for a small fee on a quarterly basis. Many of the lockers have a waiting list associated with them.
Bicycle routes such as the Burke-Gilman Trail and the University Bridge are specifically designated as such to provide bike access to campus consist ofcampus the Burke-Gilman Trail and the University Bridge. The Burke-Gilman trail provides excellent access to the south and east portions of campus.
Other corridors should be improved for access to campus. There are many areas surrounding campus that are accessed by bicyclists but need specific corridor improvement to become bicycle friendly.
These areas/corridors are: University Bridge, Montlake Bridge, access north to Ravenna Park, access west over the I-5 corridor, and improvements along the Burke-Gilman trail.
Possible Bicycle Improvements:.
Enhance bicycle connectivity along the University Bridge, Montlake Bridge, north to Ravenna Park, west over I-5 and access to the Burke-Gilman trail.
Improve interfaces between off campus bike network, the Burke-Gilman Trail and the center of campus.
Enhance bicycle connectivity along the University Bridge, Montlake Bridge, north to Ravenna Park and, west over I-5 and access to the Burke-Gilman trail. Improve interfaces between off campus bike network, the Burke-Gilman Trail and the center of campus.
Provide additional bicycle lockers covered, secured bike storage at high use locations.and showers at high use locations as new development occurs.
Create bicycle lanes along Stevens Way.
Program covered or secured bicycle parking into each new building.
Provide additional clothes storage and shower facilities.
Coordinate with the city on bicycle detection for bicycles along the primary bicycle corridors accessing campus.
Coordinate with national bike day and create a "bike to campus day".
Coordinate with local transit agencies to accommodate the demand for bike use on transit.
Implement a bike/pedestrian safety monitoring program. This could include discounted helmet sales, fluorescent vests and a map of locations with high incident locations. Establish a goal of reducing incidents at 10% per year.
Coordinate with the city to create bicycle connectivity through the street network to the areas and corridors listed above.
Subsidized bicycle sales to increase bicycle use.
Create bike centers at one or two locations on campus that rent and store "campus bikes". This can be linked to the universal card program (mentioned in the U-Pass TMP element) and could link to a debit system for renting or link to a database check-out system for "free" bikes that would be returned and checked back in at the bike center.
Pedestrian
The University of Washington has multiple pedestrian paths throughout the campus. Connectivity is in place through the local street network to access campus from multiple locations with sidewalks on nearly all streets. Pedestrian transportation has the lowest impact of any mode and is the largest single way that students commute to and from campus.
Recommended Possible Pedestrian Improvements:
Coordinate with the City for improvements to the local street network to fill in any gaps in the pedestrian network, such as filling in gaps, change signal timing to establish pedestrian priority over vehicles, improve lighting, etc.
Work with City and community groups to adequatelywell maintain pedestrian network.
Designate and improve priority pedestrian commuting corridors. Identify and program improvements to on campus facilities.
Establish expectations for not blocking pedestrian pathways, e.g., vehicle blockages. Enforce compliance. Improve programs to maintain pedestrian facilities.
Work with transit agencies to iFocus on emprovenhanced pathways, queue space and pedestrian amenities for transit services. Require a pedestrian circulation plan with all new campus and off-campus development to assure pedestrian accessibility and barrier removal.
Consider rain protection for new pathways.
Marketing
Marketing is one of the most useful tools essential to help build understanding and support of the TMP's goals and objectives. The University currently maintains an extensive marketing program through brochures and the U-Pass program to help make students aware of different commuting options. Another marketing opportunity the University conducts takes advantage of is the annual transportation fairs where different mode options choices are highlighted and promotedfocused on. In the fall, all of the students, faculty and staff receive a U-Pass User's Guide that covers multiple modes of travel and how the U-Pass covers each mode. The University of Washington World Wide Web site also contains useful information about the U-Pass program and other modes of travel.
Recommended Possible Marketing Improvements:
Focus marketing efforts on new employees.
Increase marketing promotion of biking, walking and carpooling. Link marketing to national modal days (e.gi.e., bike to work day, take transit to work day, etc.)
Incorporate walking into promotions.
Improve transit information to off-campus sites, visitors and patients.
Coordinate with national bike day and create a "bike to campus day".
Institutional Policies
The University itself can modify and implement institutional policies that help to promote different modes of travel and/or reduce vehicle trips on the transportation network such as the U-Pass program. While the other elements of the TMP are aimed at provision of different mode choices, institutional policies are aimed primarily at controlling forecasted growth in trips.
Recommended Possible Institutional Policy Improvements:
Establish a policies and aggressivelyy promoteing telecommuting, flex-time, compressed work weeks and other techniques to reduce peak period travel. Be aggressive in exploring these options. This could include a program for staff and faculty to have computers with high-speed communication access while off campus.
Many employers have successfully implemented alternative work schedules after thinking that their corporate culture would not be supportive.
Expedite the delivery of the U-Passes to new employees. Direct growth to otheroff peak quarters (especially summer, and to evening programs) and off peak days.
Modify and expand faculty/staff housing benefit to favor nearby housing.
Partner with developers for off-campus U-District and transit corridor housing development, for example at sound transit stations..
Increase student housing development at a greater rate than student growth, while assuring that housing demand is not exceeded.
Increase on-campus student employment to decrease linked SOV trips.
Increase student housing development at greater rate than student growth.
Encourage surrounding employers/institutions to implement similar TMP solutions when applicable.
Coordinate with the city so that costs for transportation facilities could be shared in a fair and equitable manner (i.e. district fees, area-wide fees, transportation improvement fees, etc.)
Centralize off-campus development near transit hubs.
Site facilities within walking distance of campus
Concentrate facilities that are not in walking distance together
Encourage transit oriented development by siting facilities on transit corridors
Consider expansion of off site educational facilities, e.g., distance learning
Do not provide free or discounted parking for employees at these sites
Encourage surrounding employers/institutions to implement similar TMP strategies when applicable.
Coordinate with the city so that costs for transportation facilities could be shared in a fair and equitable manner (e.g., district fees, area-wide fees, transportation improvement fees, etc.)
All of these proposed improvements are summarized in Table 2.
Table 2 - University of Washington TMP Strategies
| Element |
Existing Strategies |
Proposed Strategies |
| Transit |
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| U-Pass |
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| Parking Management |
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| Bicycle |
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| Pedestrian |
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| Marketing |
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| Institutional Policies |
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